Fazilka Ecocabs World’s first Dial-a-Rickshaw scheme Experiences and Lessons Case Studies in Sustainable Urban Transport #9 Published by About the authors Vedant Goyal is a project officer for the Sustainable Navdeep Asija (born in Fazilka, Punjab, India) is the Urban Transport Project at GIZ India. He is based in founder of dial-a-cycle rickshaw concept known as Eco- Delhi and is involved in GIZ India’s research, policy and cabs for which he won the 2011 National Award of Excel- project initiatives aimed at promoting sustainable urban lence by the Ministry of Urban Development, Government transport in Indian cities. Vedant was the key member of of India. Mr Asija is currently pursuing his Ph. D. on Road the Sustainable Urban Transport Project initiated by the Safety from the Indian Institute of Technology, Delhi and Government of India (GoI) with the support of the Global works for the Government of India as a consultant. Environment Facility (GEF), the World Bank and UNDP. Mr Asija’s biggest accomplishment is the development He is an integral part of GIZ India’s activities on further of the Ecocabs concept, which is a dial-a-cycle rickshaw research, information dissemination and policy-level equivalent to normal cab services that use gasoline-pow- engagement with key stakeholders at the city, state and ered automobiles. The recent development of advanced national level to take recommendations forward. IT tools and the spread of cell phones have made it possi- Vedant holds a Master of Science (Eng.) in Trans- ble to balance the supply and demand of passengers and port Planning and Engineering from the Institute of rickshaw taxis via a distributed fleet and automation. Transport Studies (ITS), University of Leeds, UK, and a Mr Asija first demonstrated the concept of Ecocabs in Bachelor’s degree in Civil Engineering from the Shivaji Fazilka, the district headquarter of the Punjab State, University, Maharashtra, India. which is located near the India-Pakistan border. Fazilka Ecocabs World’s first Dial-a-Rickshaw scheme Experiences and Lessons Case Studies in Sustainable Urban Transport #9 © Navdeep Asija Disclaimer The findings, interpretations and conclusions expressed in this document are based on the information gained by the author and from the contributors. GIZ does not guarantee the accuracy or completeness of information in this document and cannot be held responsible for any errors, omissions or losses which emerge from its use. i TABLE OF CONTENTS 1. About Fazilka town 1 2. Problem statement 2 2.1 Lack of sufficient Cycle Rickshaw infrastructure 3 2.2 The state of Cycle Rickshaw pullers before the Ecocabs system was installed 4 2.3 Challenges faced prior to the Fazilka Ecocabs program 5 3. The concept of Ecocabs: Dial-a-Rickshaw scheme 6 3.1 Three pillars of Fazilka Ecocabs 6 3.2 Principles of Fazilka Ecocabs 7 3.3 Differences between Ecocabs and standard Rickshaw Operations 9 3.4 Typical trip profile comparison: other PT modes vs Fazilka Ecocabs 10 3.5 Benefits of using the Fazilka Ecocabs scheme 11 3.6 Interviews 12 3.7 Other salient features of the the Fazilka Ecocabs scheme 14 4. Ecocabs leads the revolution towards promoting NMT in Indian Cities 17 4.1 Judicial intervention favouring the Fazilka Ecocabs scheme 17 4.2 Expansion of the Fazilka Ecocabs scheme 17 4.3 Proposed Amendments to the Punjab Cycle Rickshaw Act – 1976 18 4.4 Reduction of the Carbon Footprint by using Ecocabs 19 5. Fazilka Ecocabs – A social enterprise 20 5.1 Financing schemes – Financial inclusion 20 5.2 The Fazilka Ecocabs financing model 22 5.3 Digital empowerment – Bridging the gap 23 5.4 Annual Ecocabs trips 24 5.5 Other benefits offered by the Fazilka Ecocabs scheme 25 5.6 Fazilka Ecocabs statistics 25 6. Awards and recognition 26 6.1 Recognition 26 6.2 Fazilka Ecocabs recognised by Government of India – National Award 2011 for best NMT project 27 6.3 Fazilka Ecocabs project receives the Volvo Sustainable Mobility Award, 2013 28 7. Key lessons, continuity and transferability 29 8. References 30 List of Abbreviations 31 ii Fazilka Ecocabs: World’s first Dial-a-Rickshaw scheme – Experiences and Lessons 1. About Fazilka town Fazilka is a municipal council city located in the dis- trict of Firozpur, the State of Punjab, India. It is located only 11 km away from the India-Pakistan international border. Demographics (as per 2011 National Census) Population: 76,492 Gender ratio: male: 52 %; female: 48 % Literacy: 79.53 % (male: 83.86 %; female: 74.70 %) Population growth: 2 % per annum Climate (max/min): 45/2 degrees Celsius Main exports: Cotton, wheat, and rice Figure 1: Fazilka city map. © Google Maps 2015 1 Case Studies in Sustainable Urban Transport #9 2. Problem statement Lack of comfortable, convenient, and alternate transportation modes The vast majority of urban India does not have any carving out fixed routes and fares, e.g. share cabs or mini- organised mass public transport. The absence or the fail- buses. In India, cycle rickshaws were amongst the earliest ure of the government to provide organised mass public forms of IPT. transport has led to a range of makeshift solutions for the In Fazilka, like in many small and medium Indian towns, provision of transport services. These may be classified as cycle rickshaws have always been the primary mode of intermediate public transport (IPT) or para-transit. transport; however, their service levels were quite poor. IPT covers the space between private and mass public The cycle rickshaw drivers frequently overcharged, transport. IPT modes operate mainly in one of two ways. maintenance was variable, availability of cycle rickshaws Commuters can either hire them for door–to–door trips, was not uniform throughout the city, and the municipal or they can operate as informal public transport by council could not enforce service quality norms. Figure 2: Rickshaw drivers waiting for clients. © Navdeep Asija 2 Fazilka Ecocabs: World’s first Dial-a-Rickshaw scheme – Experiences and Lessons 2.1 Lack of sufficient Cycle Rickshaw infrastructure Infrastructure for Cycle Rickshaws Registration of cycle rickshaws is compulsory in Fazilka. Previously, in terms of infrastructure, the Cycle Rickshaw Union had 5 permanent cycle rickshaw stands at the Bus Stand Fazilka, Sanjeev Cinema Chowk, Gowshalla Road Chowk near Clock Tower, Multani Chungi and Old Abohri Bus Adda near the Water Tank. Additionally, twenty other temporary locations were distributed throughout the city at each intersection. However, it was observed that during peak hours of train and bus timings, availability of rickshaws went down within the city and there was always a surplus numbers of cycle rickshaws outside the railway and bus station. Figures 3a, b, c: Temporary cycle rickshaw stands in Fazilka adding chaos to city traffic movement. © Navdeep Asija 3 Case Studies in Sustainable Urban Transport #9 2.2 The state of Cycle Rickshaw pullers before the Ecocabs system was installed Statistics Total number: 450 Average trip length: <3 km Average daily trips: 10 Average cost per trip: INR 10/- Percentage of leased rickshaws: 9 % Operational Cost Maintenance: INR 10/day Refreshment: INR 15/day If on leases: rent INR 20–25/day Rickshaw Union Fee: 0.50 paisa/day Financing Options Cost of rickshaw: INR 8,500 (2008 year as a base price) No central/state governmental financing schemes to support small or temporary labourers Encourages private lending borrowing Often private lending rate of interest is as high as +50 % per annum Equalling to around EMI 12 months @1,200/- month Figures 4a, b, c: statistics. © http://www.pptbackgrounds.net/statistics-stats-download- backgrounds.html http://www.coresy.nl/wp-content/uploads/2012/09/vierkant_ systematic_approach.jpg http://globalfinance.zenfs.com/en_us/Finance/IN_AHTTP_ BankBazaar_HOS_LIVE/personal-loan5.jpg 4 Fazilka Ecocabs: World’s first Dial-a-Rickshaw scheme – Experiences and Lessons 2.3 Challenges faced prior to the Fazilka Ecocabs program Cycle Rickshaw Pullers Customers Administration No dedicated cycle rickshaw Cycle rickshaws are not available at the Difficult to maintain law and order maintenance facilities. required time. in the absence of organised public transport. The poor design of the rickshaws Customers have to haggle for the trip. Difficult to organise and set regulations makes it extremely difficult to pull for cycle rickshaw puller as most of them thus taking a heavy toll on the them are migrants (i.e. seasonal and health of a rickshaw puller. temporal workforce). Outdated cycle rickshaw by-laws lead Exposure to foul language of the Disobeying traffic rules creates safety to harassment of the rickshaw pullers. rickshaw pullers. issues for both themselves and the passenger. Arbitrary confiscation and scrapping of Randomly refusing to offer services. cycle rickshaws by police authorities. Exploitive owners of the cycle Charging of sometimes exorbitant rickshaws as majority of the rickshaw prices for services. pullers are seasonal and temporal migrants and do not own the cycles. Attitude of administrative officials Parking of cycle rickshaws on the towards the cycle rickshaws is socially kerbside lane, causing obstruction and economically discriminating and a to pedestrians and slowing down “cause of the problem”. Not respected vehicular movements. as means of self-employment. 5 Case Studies in Sustainable Urban Transport #9 3. The concept of Ecocabs: Dial-a-Rickshaw scheme than 450 poor families — as a sustainable mode of transportation. To reduce environmental pollution such as air and noise pollution. To promote sustainable transport (environmental- ly-friendly, inexpensive modes of transportation) in all of Fazilka and its nearby localities. 3.1 Three pillars of Fazilka Ecocabs About the Fazilka project Ecocabs Ecocab is the name given to the traditional Indian rickshaw operation that offers additional features like Dial-a-Rickshaw through an organised network.