As of December 2025, Bengaluru stands out as one of India’s leading cities for electric vehicle adoption. The streets are filled with electric two-wheelers from startups like Ola Electric and Ather, and electric cars are increasingly visible among the tech workforce. Karnataka’s aggressive EV policies and a young, environmentally conscious population have driven impressive growth in personal electric mobility. Yet, one iconic part of the city’s transport landscape remains almost untouched by this transition: the humble autorickshaw.

With over 2 lakh registered autos plying Bengaluru’s roads, only a tiny fraction—estimated at around 1-2%—are electric. This is a stark contrast to the national picture, where electric three-wheelers (including e-rickshaws and e-autos) now account for more than 50% of new registrations in the category. So why have Bengaluru’s autorickshaws been left behind in the EV race?

1. The High Upfront Cost Barrier

The biggest hurdle is economics. An electric autorickshaw typically costs 50-100% more than a conventional petrol or LPG model. While long-term running costs are dramatically lower—around ₹0.4-0.5 per km for electricity versus ₹4 per km for petrol—the initial purchase price remains prohibitive for most drivers.

Many auto drivers in Bengaluru do not own their vehicles; they rent them daily or operate on financed second-hand ICE (internal combustion engine) models. Banks and financial institutions remain cautious about lending for e-autos due to perceived risks and lack of collateral. State subsidies, such as the ₹60,000 incentive offered by the Karnataka Transport Department, help but fall far short of bridging the price gap. Specialized financing players like Three Wheels United have managed to put only a few hundred e-autos on the road—impressive, but a drop in the ocean.

2. Inadequate Charging Infrastructure

Autorickshaw drivers routinely cover 200-300 km per day to earn a decent income. Range anxiety is therefore a very real concern. Public charging stations in Bengaluru are growing, but they are unevenly distributed, often occupied by four-wheelers, and rarely designed with the high-throughput needs of commercial three-wheelers in mind.

Most drivers live in rented accommodations without dedicated parking or overnight charging facilities. Queuing at a public charger for 45-60 minutes translates directly into lost fares. Unlike northern Indian cities that have embraced battery swapping or dedicated e-rickshaw hubs, Bengaluru lacks fast-charging corridors or swap stations tailored for autos.

3. Operational Realities of a Commercial Vehicle

For auto drivers, the vehicle is not a lifestyle choice but an income-generating asset. Any downtime—whether for charging or maintenance—hits earnings immediately. Many drivers prefer cheaper used petrol/LPG autos, even if fuel and maintenance costs eat into their margins over time.

Electric autos, despite being smoother to drive (no clutch or gears) and virtually maintenance-free, require a shift in daily routine that many drivers are unwilling or unable to make without supporting infrastructure.

4. Regulatory and Union Dynamics

Autorickshaw unions in Bengaluru wield significant influence. There is resistance to rapid electrification, partly due to concerns over disruption to existing fleets and potential competition from slower, cheaper e-rickshaw models common in northern states. Bengaluru’s traffic regulations also restrict certain low-speed e-rickshaw variants that have driven adoption elsewhere.

5. Policy Implementation Gaps

Karnataka’s Electric Vehicle Policy (updated through the Clean Mobility Policy 2025-2030) sets an ambitious target of 100% electrification of autorickshaws by 2030. However, on-ground execution has been slow. Dedicated incentives, scrapping schemes for old vehicles, and mandates for ride-hailing fleets to transition have not materialized at scale.

Signs of Hope

Despite these challenges, the benefits of electric autos are undeniable. Drivers who have made the switch report daily charging costs of ₹50-60 while earning over ₹1,000, significantly better margins than ICE counterparts. The quieter, vibration-free ride reduces fatigue, and maintenance is minimal.

As battery technology improves, costs fall, and dedicated infrastructure (such as auto-specific charging hubs) begins to appear, adoption is likely to accelerate. Integration with public transport for last-mile connectivity could further boost demand.

Bengaluru’s autorickshaws are not resisting electrification out of stubbornness, but because the economics, infrastructure, and operational realities of commercial three-wheeler use have not yet aligned with the EV revolution seen in personal vehicles. Until targeted financing, dedicated charging networks, and stronger policy enforcement bridge these gaps, the city’s iconic yellow-and-black autos will continue to run largely on fossil fuels—even as the rest of Bengaluru races ahead into an electric future.

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