The document is a seminar report on e-rickshaws submitted by Kemdharne Shubham Madhukar as part of his Bachelor's degree in Mechanical Engineering at MGM’s Jawaharlal Nehru Engineering College. It covers various aspects including the history, working principles, specifications, environmental impacts, and future challenges of e-rickshaws, emphasizing their role as a sustainable and low-cost mode of transport. A literature review, case studies, and comparisons with traditional rickshaws are presented to highlight the growing importance of e-rickshaws in urban mobility.

1. E-RICKSHAW
A
Seminar Report On
“E-Rickshaw”
Submitted By
Kemdharne Shubham Madhukar
BE (Mech), Roll No. 402161
Guided By
Prof. Dr. Arvind L. Chel
Department of Mechanical Engineering,
MGM’s Jawaharlal Nehru Engineering College,
N-6 CIDCO, Aurangabad, Pin-431003
Year: 2018-2019

2. E-RICKSHAW
CERTIFICATE
This is to certify that the seminar report entitled
“E-Rickshaw”
Submitted By
Kemdharne Shubham Madhukar
BE (Mech), Roll No. 402161
Has completed seminar as per the requirement of
Dr. Babasaheb Ambedkar Marathwada University, Aurangabad (M.S.)
In partial fulfillment of degree B.E. (Mechanical)
Guide Head of Department Principal
(Dr. Arvind L. Chel) (Dr. M.S. Kadam) (Dr. H.H. Shinde)
Department of Mechanical Engineering,
MGM’s Jawaharlal Nehru Engineering College,
N-6 CIDCO, Aurangabad, Pin-431003
Year: 2018-2019

3. E-RICKSHAW
ACKNOWLEDGEMENT
I wish to express my deep sense of gratitude to my guide Dr. Arvind L. Chel
for his invaluable guidance and constructive suggestions for the completion of this
seminar. This seminar preparation has given me insight to construct my reading of
research papers and references in the area of my seminar topic entitled “E-Rickshaw”.
These works lead me to construct my aptitude and present them in a systematic
manner.
I am also grateful to our Principal Dr. H.H.Shinde and Head of the Department
of Mechanical Engineering Dr.M.S.Kadam for their constant encouragement and
motivations. I would also like to thank Prof. K.R. Jagtap for his assistance as seminar
coordinator.
Kemdharne Shubham Madhukar
BE (Mechanical)
Roll No. 402161

4. E-RICKSHAW
INDEX
Chapter
Number
Chapter Particulars Page Number
Abstract 1
1 Introduction 2-7
1.1 History 2
1.2 Working Principle 4
1.3 Present Scenario 5
1.4 Literature Review 7
2 General Classification of three-wheeled vehicles 8-11
2.1 Motorized Transport Vehicles 8
2.2 Non-Motorized Transport Vehicles 9
2.3 Comparative Analysis of different Vehicles 10
3
E-Rickshaw Specifications and Environmental
Aspects
12-13
3.1 Specifications 12
3.2 Environmental Aspects 12
4 Charging Stations 14-16
4.1 Types of Charging Infrastructure 14
4.2 Types of Charging Stations 14
5 Case Studies at Different Locations 17-29
5.1 Case Study-1 17
5.2 Case Study-2 20
5.3 Case Study-3 23
5.4 Case Study-4 26
6 E-Rickshaw: Merits, Demerits and Challenges 30-31
6.1 Merits 30
6.2 Demerits 30
6.3 Challenges 31
7 Future Scope 32
8 Conclusions 33
9 References 34-35

5. E-RICKSHAW
FIGURE INDEX
Figure
Number
Title of Figure Page Number
1.1 NARI’s improved cycle rickshaw. 1996 3
1.2 MAPRA 3
1.3 ELECSHA 2000 3
1.4 Electric Cycle 3
1.5 Electric Trike 4
2.1 Auto rickshaw (LPG based) 8
2.2 Auto rickshaw (Diesel Based) 8
2.3 Mechanized van rickshaw 9
2.4 E-rickshaw 9
2.5 Van rickshaw 10
2.6 Cycle Rickshaw 10
5.1 E-Rickshaw in Delhi 17
5.2 E-Rickshaw in Barddhaman (West Bengal) 22
5.3 E-Rickshaw in Udaipur 23
5.4 E-Rickshaw in Bangladesh 26

6. E-RICKSHAW
TABLE INDEX
Table
Number
Title of Table
Page
Number
2.1 Comparison between auto-rickshaw and e-rickshaw 10
2.2 Comparison of motorized three-wheeled vehicles 11
2.3 Comparison of e-rickshaw with other fueled vehicles 11
3.1 Specifications of E-Rickshaw 12
3.2
Specific CO2 emission of motorized three-wheeled
vehicles
13
5.1
Comparative Cost Analysis of the different types of
rickshaws in Delhi
17
5.2 Results of Technical Study 18
5.3 Comparison of Specific energy consumption 21
5.4
Comparative analysis of Li-ion and Lead acid Batteries
used in E-Rickshaw
25
5.5 Type of Trips made by E-Rickshaw 26
5.6 Problems associated with E-Rickshaw 28
5.7 Performance Index of E-Rickshaw 28

7. E-RICKSHAW
GRAPH INDEX
Graph Number Title of Graph Page Number
5.4.1 Reasons of using E-rickshaws 27
5.4.2 Reasons of not using E-rickshaws 27

8. E-RICKSHAW
1 MGM’s JNEC
ABSTRACT
E-Rickshaws - a green solution with no petrol, CNG and mobile-oil requirements.
Electric rickshaws need minimum maintenance and could serve as a solution to last
mile commuting problems. Apart from contributing to clean environment; it can also
lead to empowerment of people from lower socio-economic backgrounds. These
vehicles have gained much popularity owing to the comfortable and economic mode
of transport they provide to the fellow commuters. They are 3 wheelers pulled by an
electric motor. Till yet only few foreign countries manufacture these vehicles. Battery-
run rickshaws could be a low emitter complementary transport for the low-income
people, who suffer most from a lack of transport facility, if introduced in a systematic
manner according to experts.

9. E-RICKSHAW
2 MGM’s JNEC
1. INTRODUCTION
E-rickshaws are small vehicles, with three wheels and use electric power from
batteries to run. They use an electric motor as engine which draws electric power from
the rechargeable batteries installed in the rickshaw body. These battery operated
vehicles are perfect for small distant transport, both cargo and people; they are perfect
for running on narrow streets because of their small size. But the biggest reason for
their popularity is low operating cost and zero pollution. They are like normal
rickshaws but powered by electric motor instead of petrol or diesel motor. They are
best for pollution free, environmental friendly transport system in short distances.
Actually they are not capable of running long distance.
E-rickshaws are now one of the preferred modes of transport in streets because
of its low maintenance cost, low fuel cost, eco-friendly, no noise pollution, easy to
drive and last but not the least livelihood, e-rickshaw is a boon to the common Man.
Without putting in much physical efforts and without investing much amount of
money, the earning is quite good for an e-rickshaw driver and hence it is an important
means of livelihood for many.
These e-rickshaws consist of 3 wheels with a differential mechanism at rear
wheels. Basically these vehicles have a mild steel tubular chassis. The motor is
brushless DC motor manufactured mostly in India and China. The electrical system
used in Indian version is 48V DC can run 90-100 km/full charge. Basic seating
capacity is driver plus 4 passengers.
These vehicles are now started using in transporting light weight goods as e-
loader. Hence there are lots of opportunities of income.
1.1 History
The electric automobile did not easily develop into viable means of
transportation. Research waned from 1920-1960 until environmental issues of
pollution and diminishing natural resources reawakened the need of a more
environmentally friendly means of transportation. Technologies that support a reliable
battery and weight of the needed number of batteries elevated the price of making an
electric vehicle. In 1837, Robert Davidson of Scotland appears to have been the
builder of first electric car, but it wasn’t until the 1890s that electric cars were

10. E-RICKSHAW
3 MGM’s JNEC
manufactured and sold in Europe and America. During late 1890s, United States roads
were populated by more electric automobiles than those with IC engines.
One of the first attempts to design electric rickshaws in India was done by
Nimbkar Agricultural Research Institute (NARI) in late 1990s. They modified the
cycle rickshaw in 1996. After taking long efforts NARI made motor assisted pedal
rickshaw (MAPRA) which used a permanent magnet DC motor (PMDC).
Fig. 1.1 NARI’s improved cycle rickshaw [2] Fig. 1.2 MAPRA [2]
And by year 2000 NARI made first electrical rickshaw in India and named it as
ELECSHA. Model of ELECSHA is shown below.
Fig. 1.3 ELECSHA 2000 [2]
First electric cycle made by Nimbakar Agricultural Research Institute (NARI).
Fig. 1.4 Electric Cycle [2]

11. E-RICKSHAW
4 MGM’s JNEC
For comfortable travelling of handicapped persons NARI made 2 vehicles. One was a
Motor Assisted NARI Handicapped Rickshaw (MANHARA) and the other was a
completely automated rickshaw called an Electric Trike.
Fig. 1.5 Electric Trike [2]
1.2 Working Principle
The working of E-Rickshaw is based on DC motor, battery & suspension
system different from conventional auto rickshaws. It uses a Brush Less DC motor
ranging from 650-1400 Watts with a differential mechanism at rear wheels. The
electrical system used in Indian cities is 48V. Some variants made in fiber are also in
use due to their strength and durability, resulting in low maintenance. It consists of the
controller unit. The battery used is mostly Lead acid/Li-ion battery with a life of 6-12
months. Deep discharge/cycle batteries designed for EVs are mostly used.
1.2.1 Major Parts and Components
A)Electric Motor: Brush Less Direct Current (BLDC) type 650-1400W & 48V (Input)
motor is used. It is controlled via an electronic controller.
B)Electronic Motor Controller: The controller includes a manual or automatic switch
turning the motor on/off, selecting forward or reverse motion, selecting and regulating
speed, regulating or limiting torque and protecting against overloads. It is connected to
battery pack and controller feeds the input to the motor, lamp, AC/DC converter and
Speedometer/Indicator.
C)Battery: Set of four 12V deep cycle lead acid/Li-ion batteries are used since the
required voltage is 48V. These batteries are connected in series to the controller unit.
D)Differential: Chinese manufactured differential is used in e-Rickshaws which is
connected to the electric motor and rear wheels.
E)Front Shock Absorbers: Helical Spring with dampener with hydraulic telescopic
shock absorbers are used.

12. E-RICKSHAW
5 MGM’s JNEC
F)Rear Suspension: Leaf spring carriage spring with rear shocker.
G)Brakes: Drum brakes, actuated internally, expanding shoe type are used. Brakes are
mounted on the chassis (Pedal brakes), so on pressing the pedal, the brakes will
engage stopping the rear wheels.
H)Speedometer/Indicator: Speedometer generally used have analog dials. The one the
left side indicates vehicle speed and one on the right side indicate battery charge level.
It is connected to the controller unit.
I)Steering: Handle bar type steering is used.
J)Miscellaneous Spare parts: Centre locking, Alloy wheel, Rear light, Front glass,
Front Indicator, Head light, Ignition switch, Charger, Converter, left-right switch,
Tyre, Wirings, Throttle set etc.
1.3 Present Scenario
In large population cities like Amritsar, Kanpur, Delhi, Indore, Udaipur,
Kakinada, Barddhaman, e-rickshaw plays a major role as feeder services to public
transport in metro cities, public transport in small &medium towns and mode of
transport for tourists. All age group people travel by e-Rickshaw mostly for their work
trip. Urban Mobility India Conference & Expo 2015 says 90% e-rickshaws on average
carry more than 50 passengers per day. In areas like Kanpur, most of the e-rickshaws
carry more than 80 passengers per day due to overloading and used as a public
transport. In cities like Amritsar, 90% are occasional users (tourists) and in Kanpur &
Delhi, there is 70:30 daily and occasional users respectively. In Delhi, 70% of e-
Rickshaws are owned while other 30% are rented on average Rs. 300 per day.
1.3.1 Present E-rickshaw Services
• Laws: Motor Vehicles (Amendment) Act, 2015
• Regulatory bodies: RTO (Registration), Municipality (Infrastructure)
and Traffic Police (Enforcement)
• Route: Fixed by drivers. Travel distance less than 5 km.
• Infrastructure facilities: No charging points. No stands for Halts and Go.
No parking areas.
• Vehicle technology: Motor power- 650 to 1400 W. Battery type- 90 to
100 Ah

13. E-RICKSHAW
6 MGM’s JNEC
1.3.2 Drawbacks of Present Scenario
• Absence of Policy/Regulatory framework for e-Rickshaw for permit
issue, route rationalization, fare fixation.
• No Infrastructure facility: Stands facilities, Halt & Go Stands, parking
areas for the night, Availability of charging points 250m from junctions.
• Lack of specified schedules, performance/standards and Fixing &
Revising fares.

14. E-RICKSHAW
7 MGM’s JNEC
1.4 Literature Review
Paper
No.
Research Paper Title Author Year Key Conclusion
1. Merits and Challenges of E-
Rickshaw as An Alternative
form
of Public Road Transport
System
Deepanjan Majumdar,
Tushar Jash
2015 E-rickshaws are energy
efficient than other forms
of motorized public road
transport vehicles.
2. Techno-Economic
Investigation of Solar
Powered
Electric Auto-Rickshaw for a
Sustainable
Transport System
K. S. Reddy, S.
Aravindhan,Tapas K.
Mallick
2017 The solar powered
electric rickshaws was
designed, optimized and
tested effectively for
Indian conditions.
3. A Study of the Battery
Operated E-rickshaws in the
State of Delhi
Shashank Singh 2014 The rickshaws have
impacted the socio-
economic status of
people in the city and
there is no need to
regularize the operation
of these rickshaws.
4. E-Rickshaw Management
System
Tanya Singhal, Purwa
Maheshwari,Tanushree
2018 The system with the help
of RFID and GPS
technologies addresses
safety of the passengers
by tracking their journey
5. E- Rickshaw Operational and
Deployment Strategy: Case
of Kakinada
ICLEI 2017 The initiation of setting
up the charging station in
the city has helped to
identify the roles and
responsibilities of
stakeholders.
6. e-Rickshaws in Delhi - A
Green Project : Myth or
Reality
Dr. Aparna Marwah,
Dr. Daljeet Singh
Bawa
2016 They do not add to noise
pollution and if
implemented in planned
phases, it can also serve
as means of promoting
gender equalities
7. Commercial and
technological feasibility
study of using solar e-
rickshaws for semi-urban
areas.
Tarun Saxena, Manish
Kumar, Dr. Kesari J.P.
2017 Solar e-rickshaw is
found to be technically
feasible than many
vehicles on the road as it
is noise free, cheaper and
most efficient of all
another type.
8. E-Rickshaw Service in
Barddhaman Town:
Importance, Problems and
Future Prospects
Arindam Roy 2016 E-rickshaws may
provide valuable services
in urban areas in future
with effective planning.
9. Evaluating the Socio-
economic and environmental
impact of battery operated
auto rickshaw in Khulna city
MahinurRahman and
Md. Raisul Islam
2018 Most of the people use
these rickshaws due to
low fare rates.
But safety condition is
not satisfactory as these
are light weight vehicles
which increase
vulnerability to traffic
accidents.

15. E-RICKSHAW
8 MGM’s JNEC
2. GENERAL CLASSIFICATION OF THREE-WHEELED
VEHICLES
A] Motorized Transport Vehicles: The motorized forms consist of vehicles that are
either powered by IC (internal combustion) engines or by electric motors.
B] Non-Motorized Transport Vehicles: The NMT (non-motorized transport) vehicles
are those modes of transport which do not consume commercial energy and consist of
cycle-rickshaws and van-rickshaws. The aspect of environmental pollution is not
applicable in these cases.
2.1 Motorized Transport Vehicles
a. Auto-rickshaws (LPG based) - Auto-rickshaws are the most widely used
three-wheeled mode of public transportation. These vehicles run on auto-LPG
(liquefied petroleum gas). These auto rickshaws have specific routes of operation
recognized by the union bodies and the Regional Transport Authority (RTA) of the
region. This auto-rickshaw has a capacity of carrying four passengers at a time. The
drivers of these vehicles require proper license for driving. The fuel tank capacity
varies from 15 litres to 20 litres depending on the vehicle model.
Fig. 2.1 Auto rickshaw (LPG based)
b. Auto-rickshaws (Diesel based) - These vehicles run on high speed diesel.
These vehicles have a capacity of carrying six passengers.
Fig. 2.2 Auto rickshaw (Diesel Based)

16. E-RICKSHAW
9 MGM’s JNEC
c. Mechanized Van Rickshaws- Mechanized Van rickshaws are locally
assembled vehicles. These vehicles have been reported to use water pump engines
meant for irrigation or other diesel engines meant for electricity generation purpose for
vehicle propulsion mechanism.
Fig. 2.3 Mechanized van rickshaw
Mechanized van rickshaws have the passenger carrying capacity varied from 8 to 18.
d. Battery operated electric rickshaws or E-rickshaws- These vehicles are
equipped with brushless DC motors for vehicle propulsion, powered by conventional
lead-acid batteries. E-rickshaws are environment friendly and have the potential to
reduce the carbon foot-print due to passenger transport activities. E-rickshaws have
become one of the preferred modes of transport between short distances.
Fig. 2.4 E-rickshaw
2.2 Non-Motorized Transport Vehicles
a. Van-rickshaw – Van-rickshaws are three wheeled manual driven vehicles
meant for both passenger and freight transport. The motorized form of such vehicles
has been the mechanized van-rickshaw as mentioned earlier. The passenger carrying
capacity of these vehicles varies from eight to ten. The speed completely depends on

17. E-RICKSHAW
10 MGM’s JNEC
the vehicle driver, although a fully loaded van-rickshaw may have an average speed of
around 8km/h.
Fig. 2.5 Van rickshaw
b. Cycle-rickshaw- These vehicles are the most common form of three-wheeled
manual drive vehicles, found in each and every part of the state, from urban to rural
areas. Cycle-rickshaws are completely meant for short distance commuting. In
majority of the areas where these rickshaws operate, they operate on all types of roads,
apart from the ones where they are restricted. These three wheelers have the speed
variation similar to that of the van-rickshaws and can carry two passengers at a time.
Fig. 2.6 Cycle Rickshaw
2.3 Comparative Analysis of different vehicles
Table 2.1. Comparison between auto-rickshaw and e-rickshaw
Vehicle Propulsion
Technology
Maximum
speed
(km/h)
Maximum
distance per
refuel/recharge
(km)
Specific
Energy
Consumption
(kJ/passenger
-km)
Specific
Energy cost
(INR/
passenger-
km)
Specific CO2
emission
(gm/passenger
-km)
Auto-
rickshaw
SI Engine 60 230-260 362.4 0.62 23.556
E-rickshaw BLDC
Motor
25 80-100 53.76 0.096 19.129
Source: [1]

18. E-RICKSHAW
11 MGM’s JNEC
Table 2.2. Comparison of motorized three-wheeled vehicles
Sr.
No.
Vehicles Specific energy
consumption
(kJ/passenger-
km)
Passenger
capacity
Specific cost
(INR/passenger-
km)
1. Auto-rickshaw (LPG) 362.4 4 0.62
2. Auto-rickshaw (Diesel) 285.71 6 0.41
3. Mechanized Van-
rickshaw (Diesel)
59.306-151.241 8-18 0.086-0.22
4. E-rickshaw 53.76 5 0.096
Source: [1]
Table 2.3. Comparison of e-rickshaw with other fueled vehicles
Sr. No. Vehicles Mileage(avg.) Cost(avg.)in
Rs.
Rank
1. LPG 21 km/kg 40/kg 3
2. Diesel 17 km/litre 55/litre 4
3. Petrol 15 km/litre 65/litre 5
4. E-rickshaw 18 km/kWh 10/kWh 2
5. Solar e-rickshaw 18 km/kWh 1.30/kWh 1
Source: [1]

19. E-RICKSHAW
12 MGM’s JNEC
3. E-RICKSHAW SPECIFICATIONS AND ENVIRONMENTAL
ASPECTS
3.1 General Specifications
Table 3.1. Specifications of E-rickshaw
Sr. No. Parameter Specification
1. Motor type Brushless DC motor
2. Power 850 W
3. Charge Voltage 220 V
4. Charging Time 6-10 hours
5. Top speed 25 km/h
6. Continued trip mileage 80-90 km
7. Transmission mode Gear
8. Brake type Double rear drum brake
9. Dimension (l*b*h) 2850*1050*1800 mm
10. Net weight 190 kg
11. Seating capacity 4+1+(40 kg luggage)
12. Max. load capacity Up to 400 kg
13. Electricity consumption/charge 5-6 units
Source: [1]
3.2 Environmental Aspects
A) Low CO2 Emission: The data collected regarding the e-rickshaw travelling and
charging patterns revealed that the sole battery charging option for the vehicle owners
remained the household sockets. Thus the e-rickshaws could not be considered as a
zero emission vehicle as the charging relates to the CO2 emission at the thermal power
stations. Coal-fired thermal power stations in India have been reported to emit 1.281
kg of CO2 per unit of electricity generated. Again CO2 emission considering full
combustion of LPG (propane base) has been 1.53 kg/litre. Considering combustion of
diesel for the two types of three wheelers the CO2 emission rate has been considered at
2.71 kg/litre. Thus the specific CO2 emission of the motorized three-wheelers for the
passenger transportation has been calculated and shown in the table. The results show
that the e-rickshaw has been efficient than that of the other motorized versions of

20. E-RICKSHAW
13 MGM’s JNEC
three-wheelers, whereas the specific CO2 emission is higher than that of the
mechanized van rickshaws.
Table 3.2. Specific CO2 emission of motorized three-wheeled vehicles
Sr.
No.
Vehicles Specific CO2 emission(gm/passenger-
km)
1. Auto-rickshaw (LPG) 23.556
2. Auto-rickshaw (Diesel) 21.51
3. Mechanized van-rickshaw (Diesel) 4.46-11.38
4. E-rickshaw 19.29
Source: [1]
Thus the E-rickshaw system will able to eliminateb5121.05 kg of CO2 per year and is
equivalent to planting 16 trees every year.
B) Eco-Friendly: Since these vehicles runs on electricity, it can never emit smoke.
This way one can travel across the city without polluting the air. Batteries used in
these vehicles can be recycled and can be disposed without any problem.
C) No Sound Pollution: This e-rickshaw produce less noise compared to vehicles
which run on petrol and diesel. Since entire engine of these e-rickshaws runs with
electricity of the battery attached to the vehicle which results in less noise.
D) Air Quality and Greenhouse Gas (GHG) Reduction: Air quality benefits from
electric rickshaws can be attributed to a reduction in local air pollution compared with
conventional diesel and petrol e-rickshaws. E-rickshaws contribute to zero emissions
(local), a major source of air pollution in urban areas.

21. E-RICKSHAW
14 MGM’s JNEC
4. CHARGING STATIONS
An electric vehicle charging station, also called EV charging station, electric
recharging point, charge point, ECS (Electronic Charging Station) and EVSE (Electric
Vehicle Supply Element), is an element in an infrastructure that supplies electric
energy for the recharging of electric vehicles.
4.1 Types of Charging Infrastructure
The charging infrastructure available throughout the world can be broadly
classified into four categories:
A. Public charging station on public domain (e.g. airport or bus stands)
B. Public charging station on private domain (e.g. shopping malls)
C. Semi-public charging station on public or private domains (e.g. hotels, school
parking or business parking for visitors and customers)
D. Privately accessible charging station (e.g. home)
4.2 Types of Charging Stations
Charging of electric vehicles is one of the major obstacles in proliferation of these
vehicles. The various business models for electric vehicles charging stations are
functional across the world. Some important amongst them are discussed below.
A. Home Charging: This is the most natural and convenient method. There are many
benefits home charging that ought to make it the most popular option viz.: it
eliminates waiting in lines; it is economical as you don’t have to pay any middle
man etc. Of course, everything has its drawbacks and one problem with charging at
home is that it is not an option available for some city dwellers.
B. Battery Swap Stations: Battery swap stations is a concept often associated with
better place, an EV infrastructure company. The idea is that when your vehicle
needs more energy, you can driver it into a station and, like an automated vehicle
wash; your depleted battery is replaced robotically by one that has full charge. The
main benefit associated with the swapping model is its speed. The whole operation
takes less than five minutes, pretty much the same amount of time many people

22. E-RICKSHAW
15 MGM’s JNEC
spend filling their gas tanks at stations today. Another plus point is that you don’t
have to leave your vehicle.
There are some drawbacks of this model also. One consideration might be the high
capital costs of building these stations and to maintain the stock of batteries.
Standardization of battery shape and chemistry is another consideration.
C. Public Charging Stations: It gives us the convenience of charging our vehicle when
we are away from our home.
There are many kinds of charging stations like level-I charging, level-II charging and
DC fast charging (level-III) stations.
1. Level-I Charging Stations:
• It comes under slow charging.
• It takes about 8-10 hours to completely charge the vehicle.
• These are mostly used at home as it perfectly suits overnight charging.
• With this type of charging, the life of batteries is high.
2. Level-II Charging Stations:
• It comes under medium charging category.
• It takes 3-4 hours to completely charge the vehicles.
• These level-II charging stations are the most popular means of charging.
• With this type of charging, the life of batteries is comparatively high but
not as that of level-I charging.
3. Level-III Charging (DC Fast Charging) Stations:
• This is the fastest type of charging.
• The charging units are very expensive and require more power.
• To charge 80% of the battery, it takes around 30 to 45 minutes.
• These are widely used for public charging along with level-II charging.
• Life of battery is widely affected by the speed of charging.

23. E-RICKSHAW
16 MGM’s JNEC
One of the major drawbacks of these charging stations is speed at which the
batteries are charged. Most charging points available today take very long to recharge
the batteries than it does fill a gas-powered automotive tank. To complete recharge the
batteries it takes 6-8 hours. Fast charging could possibly address the speed issues but
that system too is not without any drawbacks. More importantly, quickly pouring
electricity into many of the batteries available today may stress the batteries and
shorten their useful lifetime. Researches have proved that Level-II charging is the best
way of charging the vehicles in present scenario.

24. E-RICKSHAW
17 MGM’s JNEC
5. CASE STUDIES AT DIFFERENT LOCATIONS
5.1 Case Study-1
A Study of the Battery Operated E-rickshaws in the State of Delhi
5.1.1 Background of the Study
The battery-operated e-rickshaws were introduced in Delhi for the Commonwealth
Games in 2010, and close to 4,000 rickshaws were supposed to be introduced and
regulated by the end of the year. The number of such battery rickshaws has increased
exponentially in the period between October 2010 and July 2014. In the 4-year period,
there have been many attempts to initiate a policy regarding the functioning of these
vehicles but there has been no concrete decision on the matter.
Table 5.1. Comparative Cost Analysis of the different types of rickshaws in Delhi
Type of
Rickshaw
Number (in
Delhi)
Initial Cost (Rs.) Daily Earnings
(Rs.)
Rent (Rs.)
Cycle Rickshaw 7,00,000 (Govt.
Figure)
6000-12000 300-450 30-40
Auto-Rickshaw 1,00,000
(Licensed-
55,000 and
45,000 in the
process after
2011)
150000-350000 700-1000 300-350
E-Rickshaw 100000 approx. 60000-11000 550-800 250-300
Source: [4]
Fig. 5.1 E-rickshaw in Delhi

25. E-RICKSHAW
18 MGM’s JNEC
5.1.2 Socio-Economic Study
• 89% of respondents had an increase in their salary from previous professions.
• 37% of respondents were either unemployed, or cycle rickshaw pullers.
• An estimated 1,00,000 can contribute to the government revenue.
• Approximately 3,00,000 people in the country depend on the profession
including the manufacturers, the workers and families.
• The Government of India announced the Deen-Dayal scheme in June 2014,
which would help in the financing and procurement of the battery rickshaws in
the country.
• 80% of the respondents traveled to-and-fro from the Metro Stations as well,
thus adding to the transport eco-system of the city.
• 46% were migrants from various states in North India.
• 65% of the drivers believed that their social status had increased due to the
change in profession, but only a small number (19%) thought that the change
was extended to living conditions as well.
5.1.3 Technical Study
The technical parameters are aimed at checking the safety of the e-rickshaws in
operation, as well as understanding the manufacturing cycle of the battery rickshaws.
The technical study also tried to assess the efficiency of the e-rickshaws. This would
help in suggesting the recommendations for the manufacturing policies that can be
adopted by the state government. The Indian Express, quoting a report prepared by
TERI, finds that more than 80% of passengers felt unsafe in an e-rickshaw, and expect
a better design after the regulations are in place.
Table 5.2. Results of Technical Study
Technical Parameters Mean Values
Motor Power 850W
Battery voltage (system value) 48V
Single Battery Capacity (Peak) 85Ah
Maximum Load Capacity 380kg
Maximum Speed 33 km/h
Charging Time 8.2 hours
Battery Recycling Period 7.5 months

26. E-RICKSHAW
19 MGM’s JNEC
5.1.4 Key Results
The battery operated e-rickshaws have become an important part of the
transport system of the state of Delhi. The absence of a regulatory framework and
manufacturing policies for the rickshaws have resulted in a lack of safety structure for
the rickshaws, and is a hazard for the commuters and hence there is a need to
regularize the operation of these rickshaws.

27. E-RICKSHAW
20 MGM’s JNEC
5.2 Case Study-2
E-Rickshaw as an Alternative form of Public Transport: A Case Study in the
State of West Bengal in India
5.2.1Background of the study
Road transport in India plays a defining role in the country’s economic
progress. In case of total passenger transportation, almost 80% of the load is shared by
road transport sector. Economic growth is marked by an inevitable increase in
transportation activities of any region. In India, the road share of passenger mobility
increased from 35% in 1950-1951 to 87% in 2000-2001. Road transport sector has
been a major consumer of fossil fuel in the form of liquid petroleum and gas and the
majority of this energy demand needs to be imported. The economic growth in India
has been marked by the preference of privatized and para-transit mode of transport by
the passengers, the mobility share of which increased from 16.2% in 1990-1991 to
21.2% in 2000-2001, respectively, whereas the share of both buses and railways
declined during this period. The major increase in the per capita mobility in road
transportation has been observed in case of auto-rickshaws by 130%.
Recently three-wheeled battery operated electric rickshaw or e-rickshaw has emerged
in the public road transportation in West Bengal state in India, like many other parts of
the country. Along with the merits of such vehicles, there remain some technical,
legal, and social challenges that hinder the pathway of proper implementation of such
vehicles.
The major problem of these e-rickshaws was that they were not legalized as a
public mode of transport. There remained technical problems like the manufacturing
and designing of the vehicles maintaining safety standards, as these were assembled in
local workshops. Thus even the safety of the passengers remained at stake. E-
rickshaws were not even included in the Motor Vehicles Act 1988, hence barring the
vehicles from being legalized as a public mode of transport. During the last
parliamentary session, in December 2014, Government of India has passed new
amendments to ensure the legalization of these vehicles. The regulation directed the
local authorities to register the vehicles, issue the permits, and to provide the drivers
with a separate driving license. But from the technical aspect, the amendment

28. E-RICKSHAW
21 MGM’s JNEC
regularized the maximum speed of the vehicle at 25 km/h and the motor size up to a
maximum of 2 kW. This limit of 25 km/h speed will likely affect the environment
directly due to the low speed emission of the petroleum based vehicles present in the
traffic. Thus, if these vehicles are allowed to ply on thoroughfares like that of the auto-
rickshaws, the traffic condition will be severely hampered.
In passenger transportation, the auto-rickshaws have been the mostly utilized
form that operates for both medium and short distance commute. Taking into account
the driving pattern and technical characteristics, auto-rickshaws have been a good
option for vehicle electrification. The average fuel consumption of the auto-rickshaws
was found to be around 6.04 litres/day of auto LPG for the scenario of Kolkata. Again
parallel running of both auto-rickshaws and e-rickshaws by replacing a certain
percentage of the former by e-rickshaws showed the economic and environmental
benefits.
But e-rickshaws have already emerged in the road transport sector in West
Bengal. The data collected from the various surveys, revealed that the specific energy
consumption of the present e-rickshaws have been the least among the other forms of
public road transport vehicles. The average specific energy consumption of the e-
rickshaws has been calculated to be around 53.76 kJ/passenger-km. Following table
shows the comparison of the specific energy consumption for different types of public
road transport vehicles in West Bengal.
Table 5.3. Comparison of Specific energy consumption
Vehicle Type Specific energy
consumption
(kJ/passenger-km)
Private Bus 158.45
AC Bus 286.18
Auto Rickshaw 362.4
E-Rickshaw 53.76
Source: [1]
Taking into account the passenger carrying capacity of the e-rickshaws and the
corresponding vehicle dimensions, these could have been considered as the major
counterpart of the conventional three-wheeled auto-rickshaws.
But the travelling pattern of the auto-rickshaws which shows the maximum
speed and acceleration, discards the e-rickshaw as the exact counter part of the auto-

29. E-RICKSHAW
22 MGM’s JNEC
rickshaws. The maximum speed condition of the e-rickshaws hinders the pathway of
their implementation as a replacement for the auto-rickshaws. Compared to all the
forms of motorized three-wheeled vehicles, the e-rickshaws were found to be the most
energy efficient among the clan, and can be considered for exact replacement of the
mechanized van-rickshaws from which the e-rickshaws were technically superior.
Fig. 5.2 E-rickshaw in Barddhaman (West Bengal)
5.2.2 Key Results
The e-rickshaws are energy efficient than other forms of motorized public road
transport vehicles in the state. Proper implementation of the e-rickshaws has the
potential to address the issues of environmental pollution due to transportation as the
specific CO2 emission for the e-rickshaws was found to be 19.129 gm/passenger-km.
But the major challenges are required to be addressed for the proper implementation of
these e-rickshaws. E-rickshaws have the potential to reduce the fuel oil consumption
for passenger transportation which may lead to both economic and environmental
benefits.

30. E-RICKSHAW
23 MGM’s JNEC
5.3 Case Study-3
E-Rickshaw Assessment for Udaipur, Rajasthan
5.3.1 Need of E-rickshaw in Udaipur
The mitigation measure to promote e-rickshaws is of interest for further exploration,
for the following reasons:
• The city of Udaipur has expressed explicit interest in this measure and would
like to implement it on a large scale. The Government of India is also
promoting electric vehicles and has a vision of complete electric mobility by
the year 2030. The strategy is therefore in line with local as well as national
policies.
• The measure has the potential to have a significant GHG, environmental and
social impact (noise, air pollution) as well as improving the image of the city,
especially among the tourists which are an important source of revenue for the
city.
• The measure has a high visibility impact and can create a positive impulse in
order to implement politically sensitive measures such as Transport Demand
Management or re-organization of the public transport.
• Electric rickshaws are already plying in some cities of India. However, e-
rickshaws deployed on a commercial scale are low-cost, low-power units
which have a limited applicability scope due to the range and power issues.
Also, there exists a risk that they will not last for long in the market due to
power and quality problems. Therefore, it is essential to have a technically
sound strategy if such vehicles shall be promoted.
• Rickshaws are a very common means of
transport in multiple Indian cities. A successful
deployment strategy could therefore be
replicated widely.
Fig. 5.3 E-rickshaw in Udaipur

31. E-RICKSHAW
24 MGM’s JNEC
5.3.2 Technical Assessment of E-Rickshaw Operations
A) Maximum Power – The observed maximum power was in the range of 1200 W to
1500 W. Maximum power refers to the quantum of power that can be drawn from the
diesel engine or battery in the case of electric rickshaws. However, the battery is never
operated at maximum power because of safety requirements and the life of the battery.
B) Rated Power – The rated power was observed to be around 80 percent of maximum
power. Rated power is the maximum power at which a battery can be operated. It is
less than the maximum power rating of the battery. Manufacturers provide a level of
operating power under which the equipment will not be damaged while allowing a
certain safety margin.
C) Top Speed – The observed top speed with full load was between 15 to 20 km/hr
compared to 25 km/hr claimed by manufacturer. Variants with lithium ion battery gave
consistent speed even on slopes compared to the lead acid variant. High power is
withdrawn from a battery to achieve higher speeds, which causes capacity fading in
the battery, especially in the context of high slope conditions.
D )Range – The observed range was in the range of 55 to 65 km on single charge
against the 80 km per charge claimed by the manufacturer. The lower range can also
be attributed to high gradient in the city.
E) Battery Storage Capacity – Battery storage capacities determine the range of the
vehicle. In the case of electric rickshaws, a higher battery capacity increases the capital
cost of the vehicle. However, fewer charging cycles due to higher battery capacity
might improve the economy of the rickshaw. During the pilot, the lead acid battery
had a capacity of 110 Ah while the Lithium ion one had a capacity of 80 Ah.

32. E-RICKSHAW
25 MGM’s JNEC
Table 5.4. Comparative analysis of Li-ion and Lead acid Batteries used in E-rickshaw
Parameters of Comparison Lead Acid battery operated
E-rickshaw
Li-ion operated E-
Rickshaw
Battery cost (Rs) 22000-28000 85000
Mileage (km) 60-70 based on terrain and
slope
50-60 constant
Charging time (hours) 8 4
Charging point required 15A 15A
Energy consumption for
single charge
5 units 4 units
Vehicle pickup Reduced on slopes Same on plane or slopes
Weight (kg) 120 35
Warranty 6 months or 1 year 2 years
Battery life 8-10 months 2 years
Environmental impact Sulfuric acid and lead used
in batteries which are
hazardous to environment
Much cleaner technology
and are safer for
environment
Source: [8]
The lead acid battery variant rickshaws struggle over higher gradients with full
capacity. In the case of Li-ion battery operated e-rickshaws, they performed much
better than regular lead acid battery operated e-rickshaws over slopes.
5.3.3 Key Results
There is a need to develop and standardize the charging infrastructure so that
use of e-rickshaws can be promoted. An e-rickshaw can run maximum 65 kms in a
single charge after which it needs to be recharged. Conventional lead acid battery
takes around 8 hours for charging. Lithium ion battery offers faster charging options;
however, its high cost makes them unaffordable.

33. E-RICKSHAW
26 MGM’s JNEC
5.4 Case Study-4
Exploring operational Characteristics of E-Rickshaws in Urban Transportation
System (Bangladesh)
5.4.1 Background of the Study
Battery operated E-rickshaw is a newly added para-transit mode in urban
transportation system of Bangladesh. The mode, being introduced in 2008 in
Bangladesh attains much popularity among urban passengers since it involves lower
travel cost than other locally available transport modes as well as provides reasonable
safety and comfort to the users during travel. This popularity, in turn results rapid
growth of the mode in urban areas of Bangladesh. Now, the mode has become
inseparable part of urban people’s mobility network, especially in small-compact
towns. Therefore, it requires careful attention in incorporating the mode in local urban
traffic-mix.
Fig. 5.4: E-rickshaw in Bangladesh
5.4.2 Trip Characteristics of E-rickshaws
Table 5.5. Type of Trips made by E-rickshaw
Types of trips Percentage
Short (<5 km) 85.15
Medium (>= 5 km and <= 10km) 11.46
Long (>10 km) 3.38
Source: [11]

34. E-RICKSHAW
27 MGM’s JNEC
5.4.3 Reasons of Using E-Rickshaws
Battery operated E-rickshaw offers series of benefits over other locally
available transport modes, which attract urban passengers to avail it.
Graph 5.4.1. Reasons of using E-rickshaw
Source: [11]
5.4.4 Reasons of Not Using E-Rickshaws
Light weight of the mode, driver’s lack of skill and training, and indiscriminate
plying of the mode on the heavy traffic carrying urban roads make it vulnerable
sometimes to small scaled traffic accidents.
Graph 5.4.2. Reasons of not using E-rickshaws
Source: [11]

35. E-RICKSHAW
28 MGM’s JNEC
5.4.5 Problems Associated with E-Rickshaws
Most of the users of battery operated E-rickshaw identify its vulnerability to
traffic accident as a major problem. In addition to this, frequent stopping of the mode
to load and unload passengers is another problem as found from the study. A
considerable percentage of users also accuse low travel speed that the mode involves
as a problem.
Table 5.6. Problems associated with E-Rickshaw
Parameter Percentage
Lower Travel Speed 28.45
Vulnerability to traffic accidents 65.73
Frequent stopping 44.13
Crowd 5.5
More waiting time 0
Source: [11]
5.4.6 Performance Index (PI) of E-Rickshaws on Its Attributes
Performance index of E-rickshaw is calculated on its various attributes. The
higher the scale value the better is the performance.
Table 5.7. Performance Index of E-rickshaw
Attributes Performance Index
Fare Rate 4.53
Travel Time 3.57
Travel Comfort 4.21
Safety 2.72
Travel Speed 3..8
Crowd 3.20
Operator’s Behavior 3.00
Quality of Service 3.64

36. E-RICKSHAW
29 MGM’s JNEC
5.4.7 Key Results
Battery operated E-rickshaws are mostly used as primary mode in urban areas
since people living in local towns tend to generate short trips frequently, which can be
better served by this mode. However, the mode involves lack of travel safety as
operators/drivers of the mode are not well trained, the mode is light weighted and it
plies on heavy traffic carrying urban road frequently, which increase its vulnerability
to traffic accident.

37. E-RICKSHAW
30 MGM’s JNEC
6. E-RICKSHAW: MERITS, DEMERITS AND CHALLENGES
6.1 Merits of E-rickshaws
1. Source of employment.
2. Affordable service for users.
3. Solving last mile issue.
4. Ease of access.
5. Green mode of transport.
6. Flexible service.
7. Safer and comfortable option for people of all age and gender.
8. Best alternative for fuel vehicles.
6.2 Demerits of E-rickshaws
1. The sector is unorganized as there is no institutional setup.
2. Lack of infrastructure facilities.
3. The vehicle lacks stability as the vehicle tends to topple being light in
weight.
4. Lack of financial support for the drivers, which results in lower revenue and
lack of economic stability for the driver.
5. More electricity consumption as it needs to recharge daily.
6. Maximum speed is less than other forms of vehicles.
7. Specific CO2 emission is slightly more than mechanized van rickshaw.

38. E-RICKSHAW
31 MGM’s JNEC
6.3 Challenges
1. Due to the regularization of the maximum vehicle speed and the maximum
motor capacity, the major challenge of the e-rickshaws would be to meet the
present day traffic conditions. If these vehicles are allowed to travel with the
main stream traffic, the speed of the rest of the traffic will be restricted, as
for the conventional vehicles the energy efficient speed has been much
higher.
2. Many Indian cities have adopted e-rickshaws as the last mile connectivity
and feeder services but there have been no efforts made by the state
authorities to provide complete infrastructural support to this service. Thus
they stand beside the road and reduces the road space.
3. In case of passengers, they tend to prefer the e-rickshaws as the ride has
been considered comfortable and even the cost of ride has been cheaper than
NMT vehicles. Thus two types of major conflicts have been observed
regarding operation of e-rickshaws.
a) Inter-Vehicle Conflict: This type of conflict has been observed in case of
e-rickshaw operation with that of other types of three-wheeled vehicles.
The stronger cycle-rickshaw and auto-rickshaw unions in many places
do not let the e-rickshaws to carry passengers.
b) Intra-Vehicle Conflict: The increase number of e-rickshaws has also
caused a reason of concern among the e-rickshaw owners. Less initial
investment and moderate income has led many to arrive at this
profession. So the income of the drivers from the transportation sector
has been gradually decreasing due to the division of passenger load.
4. Traffic Congestion: Due to inadequate road space, increasing number of e-
rickshaws creates a tremendous traffic congestion problem. As the existing
road space is limited, increasing number of e-rickshaws exerts an immense
pressure on the roads, which restrict smooth traffic low.
5. Safety: The quality of e-rickshaw service associated with safety measures
needs to be significantly improved to provide more safe and secure journey.

39. E-RICKSHAW
32 MGM’s JNEC
7. FUTURE SCOPE
1. The e-rickshaw technology is rapidly improving especially vehicle power and
battery efficiency. Therefore, the strategy to shift towards electric mobility
should be flexible enough to absorb the constructive developments. The initial
step is to develop long term multiyear implementation plan with the well-
planned phasing of existing old and polluting rickshaws.
2. Design Halt and Go stand for these rickshaws like bus stand which will use Off
grid and On grid solar charging station.
3. Feasibility study of Mass Transit system equipped with Electrical (also solar)
energy which will state how more efficient and clean system can be.
4. Design Charging Station like conventional fuel stations.
5. Awareness of sustainable program among citizen to encourage people to use
public transport and provide first and last mile connectivity.
6. Promote fiscal and non-fiscal incentives and subsidies to push sales of
renewable energy powered vehicle and discourage conventional fuelled
vehicle.
7. Roll out public transport based on renewable energy.
8. The e-rickshaws can be equipped with digital gadgets including GPRS and
CCTV cameras, keeping women’s safety in mind.
9. Providing economic stability to drivers giving cheaper/subsidized loans, rent
fixation, optimum fare structure, setting up local repair workshops, higher
revenue through advertisement and social security under different schemes.
In next one to two decades, we can imagine whole India run on renewable energy
and we look forward that India will be a role model country for countries with growing
economies in Renewable Energy based Transport

40. E-RICKSHAW
33 MGM’s JNEC
8. CONCLUSIONS
The e-rickshaws are energy efficient than other forms of motorized public road
transport vehicles in the country. Most of the people use battery operated rickshaws
for their working purpose, daily travel. They chose it because the fare is lower than the
other transport modes. Proper implementation of the e-rickshaws has the potential to
address the issues of environmental pollution due to transportation as the specific CO2
emission for the e-rickshaw is much lower than other fuelled vehicles. One of the
major positive sides of e-rickshaws is that, it emits lower level of pollutants than other
vehicles. But e-rickshaws consumes huge amount of electricity at the time of battery
charging and creates traffic jam also. The major challenges are required to be
addressed for the proper implementation of these e-rickshaws. The present technology
of the e-rickshaw needs enhancement for the compatibility with the present day traffic.
The designing of the vehicles requires maintaining safety standards for the passengers
thus requiring proper inspection of these vehicles by the right authorities. The number
of these e-rickshaws operating in the different regions in the country needs proper
regularization and thus the eradication of vehicular conflicts by proper route
management between the passenger vehicles. E-rickshaws have the potential to reduce
the fuel oil consumption for passenger transportation which may lead to both
economic and environmental benefit.

41. E-RICKSHAW
34 MGM’s JNEC
9. REFERENCES
[1] Deepanjan Majumdar, Tushar Jash. Merits and Challenges of E-Rickshaw as
An Alternative form of Public Road Transport System: A Case Study in the
State of West Bengal in India. 2015 International Conference on Alternative
Energy in Developing Countries and Emerging Economies.
[2] Anil K. Rajvanshi. History of Electric Rickshaws at NARI, Chapter from the
book “Romance of Innovation”.
[3] Dr. Aparna Marwah, Dr. Daljeet Singh Bawa. E-Rickshaws in Delhi-A Green
Project: Myth or Reality, International Journal of Management & Social
Sciences; Vol. 05, Issue 01 (2016) Pg. no. 17-20
[4] Shashank Singh. A Study of the Battery Operated E-Rickshaws in the State of
Delhi. Working paper: 323
[5] Tarun Saxena, Manish Kumar, Dr. Kesari J.P. Commercial and Technological
Feasibility Study of using Solar E-Rickshaw for Semi-Urban areas.
International Journal of Development Research, Vol. 07, Issue, 12, pp.17432-
17439.
[6] Tanya Singhal, Tanushree, Purwa Maheshwari. E-Rickshaw Management
System. International Journal of Advanced Research in Computer Science,
Volume 9, No. 3.
[7] K.S. Reddy, S. Aravindhan, Tapas K. Mallick. Techno-Economic Investigation
of Solar Powered Electric Auto-Rickshaw for a Sustainable Transport System.
[8] CapaCITIES. E-Rickshaw Assessment for Udaipur, Rajasthan
[9] Improving and Upgrading Electric Rickshaws in Indian Cities. 8th
Urban
Mobility India Conference and Expo 2015. Institute of Urban transport (India)
[10] E-Rickshaw: The Future of Indian Cities. 9th
Urban Mobility India Conference
and Expo 2016. Institute of Urban transport (India)
[11] Md. Sohel Rana, Fahim Hossain, Shuvangk Shusmoy Roy, Mr.Suman Kumar
Mitra. Exploring Operational Characteristics of Battery Operated E-Rickshaws
in Urban Transportation System. American Journal of Engineering research
(AJER), Volume-2, Issue-4, pp-01-11.
[12] https://en.m.wikipedia.org/wiki/Charging_station

42. E-RICKSHAW
35 MGM’s JNEC
[13] The E-Rickshaw Project. A Policy Recommendation Regarding Development
of Charging Infrastructure of E-rickshaw in Delhi. India Smart Grid Forum.
Great Lakes Institute of Management, Gurgaon.