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Scroll.in
4 days ago
- Automotive
- Scroll.in
Stuck in legal grey zone, can India's bike taxis navigate past roadblocks?
Bike taxis have halted services in Karnataka. The Karnataka High Court on April 2 ruled that bike taxis could not operate without guidelines framed by the state government under the Motor Vehicles Act, 1988. The court gave bike taxis till June 15 to wrap up operations. The abrupt halt could affect an estimated 75,000 to one lakh bike taxis operating in Bengaluru where services began in 2016. Stopping short of an outright ban, the court effectively passed the buck to the Karnataka government. But, so far, the government is not considering any regulatory framework to allow bike taxis, seemingly due to opposition from autorickshaw unions. On the other hand, Maharashtra might become the latest state to allow bike taxi operations. On May 30, Maharashtra notified draft regulations for electronic bike taxis. After public feedback, the rules are expected to be finalised by July. Bike taxis are a cheap way to commute, especially short distances in India's traffic-choked cities with inadequate public transport. Days after bike taxis stopped operations in Bangalore, traffic congestion increased by at least 20%, showed data put out by the TomTom Index that measures mobility. Yet, as the contrasting positions of Karnataka and Maharashtra show, the regulatory environment has been slow to catch up. Mobility experts and ride aggregators told Scroll that bike taxis complement, rather than cannibalise, public transport. Their role as feeder services and last-mile connectivity should be supported through government policies that factor in safety concerns, driver welfare and passenger needs. Quick transport The surge in bike taxi use is a result of their effective response to the realities of mobility in India's urban centres and the gig economy. Researcher Pravesh Biyani said that initially, it was difficult to ride pillion on bike taxis. 'But then, purely because it was so cheap, I took so many of them, especially for shorter distances,' said Biyani, who is a professor at the Delhi-based Indraprastha Institute of Information Technology's Centre of Excellence on Sustainable Mobility. Biyani, who founded the digital transit app Chartr, said bike taxis are much faster than other modes of transport. 'In an auto, you will get stuck in traffic but the bike driver will squiggle through,' he said. Commuters are increasingly relying on bike taxis. 'The public transportation system in most cities is broken,' said Girish Agrawal, a professor at the Transportation Research and Injury Prevention Center, Indian Institute of Technology Delhi. 'Even keeping and maintaining a private vehicle is not just expensive, it's painful.' Aggregators confirm the trend. 'Bike taxis have emerged as the 'choice of transport' as metros become more and more congested,' said Pratip Mazumder, India country manager at inDrive, a ride-hailing app. An Uber spokesperson told Scroll that autorickshaw and motorbike rides on the platform together exceed the volume of four-wheeler trips, though he did not specify for how long that has been the case. Where bike taxis win, hands down, is providing last-mile connectivity. Raghavan Viswanathan, Partner at KPMG India and co-author of the accounting firm's 2023 report ' Unlocking the Potential of Bike Taxis in India ', said, 'Most bike taxi trips start or end at public transport hubs – like metro, bus or train stations – helping bridge first- and last-mile gaps.' This addresses a key deficiency that several studies have found: that poor feeder networks limit the use of expensive metro systems and public transport. Simultaneously, bike taxis fuel the gig economy. Agrawal said that fresh graduates, who are often unable to get formal jobs and have few financial resources, find bike-taxi driving an accessible and flexible way to make a temporary living. KPMG estimates the sector could generate 5.4 million livelihoods by 2030, while Uber's latest impact report calculated that its autorickshaw and bike taxi services supported Rs 360 billion in economic activity in 2024 in India. Regulatory quagmire Despite their popularity, bike taxis operate under a cloud of legal uncertainty. This is primarily due to the Motor Vehicles Act, 1988, which was not designed for app-based aggregators or two-wheeler commercial transport. A 2004 notification by the Centre permitted the registration of some motorcycles as 'transport vehicles' for hire, with one pillion rider, but it did not provide a regulatory structure. Since road transport is a concurrent subject in the Constitution, which means it is subject to regulation by states and the Centre, there are no uniform regulations for bike taxis across India. 'Even though the Motor Vehicles Act says that the states can authorise bike taxis, very few states have done that,' Agrawal pointed out. This remains one of the main regulatory issues faced by bike taxis: the use of private or personal vehicles, which have white coloured number plates, for commercial purposes – a violation of state laws. Currently, a lot of states don't even give out commercial licenses to motorcycles. Autorickshaws and taxis use yellow numberplates. But mandating conversion to commercial yellow plates may be discouraging for bike taxis given the dual use of these vehicles as well as the arduous expense and effort involved. KPMG's surveys found that over 70% of bike taxi drivers ferry passengers for less than a year and more than 75% do not plan to continue beyond two years. 'Drivers use motorcycles already owned by them or their families,' said Raghavan. 'EVs or yellow plates limit their personal usage and flexibility.' Agrawal questioned the logic of commercial licences for bike taxis. It would force a permanent commercial status on a vehicle used temporarily for gig work and primarily for personal transport, he pointed out. The Union government has attempted to provide clarity and legitimacy to bike taxi operations. In January 2024, the ministry clarified that motorcycles can be granted commercial permits by states. Before that, the Motor Vehicles Amendment Act, 2019, laid down definitions for ride-hailing 'aggregators' and mandated state licences. In 2020, the Ministry of Road Transport and Highways had issued advisory aggregator guidelines covering licensing, safety and fares. But this has not translated into state-level action. Some, like Goa, Haryana, West Bengal and Rajasthan, have allowed bike taxis under existing transport rules or by framing new policies. But most states have not yet done so, resulting in the current inconsistent landscape of some states allowing bike taxi operations (with or without specific rules), some banning them, some favouring only electric bikes and others stuck in deliberation. Why are so many states reluctant to allow bike taxis? 'Resistance from the incumbent transport service providers who lose business to bike-taxis is among the chief reasons,' said Ravi Gadepalli, founder of Transit Intelligence, a public transport consulting firm. Autorickshaw and cab unions argue that bike taxis have an unfair advantage by not having to pay permit fees and commercial registration costs that they otherwise incur. But operating in a regulatory grey zone puts riders in precarious situations. After Delhi banned bike taxis in 2022, riders worked covertly – avoiding police, hiding navigation apps and telling passengers to feign personal relationships if stopped, as The Leaflet reported. Pragmatic regulation The resilience of bike taxi services clearly indicates a market need that bans cannot erase. The way forward lies in developing sensible, enabling regulations, said experts. 'We, as stakeholders, need to collectively accept that bike taxis are here to stay,' said Mazumdar. This acceptance must translate into a regulatory framework tailored for the gig economy. Instead of permanent yellow plates, flexible, rule-based identification is an option. 'The drivers wearing jackets lined with reflective colours' as a means to identify a bike taxi will have much higher acceptance,' said Raghavan, based on the findings of the KPMG report. Agrawal supported less intrusive methods. West Bengal's exploration of short-term, discreet authorisation – like QR codes could provide a template, he said. A reasonable, time-based annual permit fee – something drivers surveyed by KPMG expressed willingness to pay – could replace yellow plate conversion. Similarly, transitioning to electric two-wheelers is good for the environment but it must be phased pragmatically. 'An EV-only policy, at present, will create a huge entry barrier for drivers,' said Agrawal, given the cost and infrastructure limitations. There are also safety concerns. As Gadepalli noted, two-wheelers dominate India's road accident statistics. Agrawal pointed to the disconnect between low individual risk perception – 'nobody thinks they'll ever get caught or get in an accident', he said – and high societal risk. Ride aggregators implement checks such as helmet verification – Uber uses 'helmet selfies' – and have in-app safety features. Making platforms liable could lead to better enforcement of safety protocols such as high-quality helmets, mandatory training and background checks, said Biyani. These services should use technology to monitor speed and implement SOS features, Agrawal added. But ultimately, state governments must step up. 'The Karnataka High Court's decision is a call for proactive policy-making, not indefinite suspension,' said Biyani.
News18
11-06-2025
- Entertainment
- News18
Who Is Nischay Malhan? The Roast King Who Just Said ‘I Do'
Last Updated: From Nischay Malhan's childhood to his journey as a successful content creator, and from his family life to his long-term relationship, we've covered it all. If you follow Nischay Malhan aka Triggered Insaan on social media, then you already know that he tied the knot with his longtime girlfriend Ruchika Rathore on June 9. The pictures from their intimate wedding in Himachal have already taken over the internet, and fans can't get enough of this content-creator couple marking such a significant milestone in their lives. And if you're unaware of him and wondering who this viral couple is, you'll find all your answers here. From his childhood to his journey as a successful content creator, and from his family life to his long-term relationship—we've covered it all. Born and Brought Up Born on November 14, 1995, Nischay has lived in Delhi all his life. He attended Lancer's Convent School. From an early age, he was a bright student, particularly strong in mathematics and science, which later led him to pursue engineering. After finishing school, he joined the Indraprastha Institute of Information Technology, Delhi, and earned a degree in Electronics and Communication. From Nischay Malhan to Triggered Insane Despite excelling in academics, Nischay faced bullying during his early school days. Those experiences stayed with him and eventually became a driving force behind his decision to create roasting content on YouTube. It was during his college days, when he was struggling with academics and internships, that he decided to start a YouTube channel and share funny, relatable content. What many people don't know is that before his comedy videos, Nischay had already created a YouTube channel named 'Nischay Malhan" back in 2012, where he uploaded videos related to computer programming. After a gap of seven years, he returned to YouTube, about seven months ago, this time with his signature roast-style content. In July 2014, he launched his second channel, Triggered Insaan, where he began posting reaction videos, roasts, and humorous vlogs. It didn't take long for him to gain popularity under that name. In November 2017, he launched his third channel, Live Insaan, where he streams gaming videos with humorous commentary. That, too, gained a huge following. Today, with 24.2 million subscribers on just one of his YouTube channels (not counting the others) and 10.8 million followers on Instagram, Nischay has firmly made his mark as one of India's top content creators. Nischay Malhan's Family On the personal front, Nischay is the elder brother of Bigg Boss OTT 2 participant Abhishek Malhan, also known as Fukra Insaan. Their sister, Prerna Malhan, is the creator of the popular travel and lifestyle channel Wanderers Hub. Interestingly, all three siblings are well-known in the digital content space. Nischay Malhan's and Ruchika Rathore's relationship Nischay and Ruchika's love story dates back to 2018 when they were both college students. Ruchika, too, is a content creator with 1.4 million followers on Instagram. She's known for her aesthetic reels and content that resonates with Gen Z and millennials. The couple often collaborates on videos together. They got engaged in December 2024 and have now tied the knot. First Published:
Pink Villa
11-06-2025
- Entertainment
- Pink Villa
Meet Nischay Malhan, brother of Bigg Boss OTT's Abhishek Malhan who just got married and is renowned for controversies
If you are someone who keeps track of all content creators and is aware of the trends, then you will know that Nischay Malhan just got married and is making headlines. The content creator, who is popularly known as Triggered Insaan, tied the knot with Ruchika Rathore on June 10. If you are someone who is wondering who Nischay is? Then we have your back. Let us take you through his journey from childhood to fame. Nischay Malhan's childhood Nischay Malhan was born on November 14, 1995, in New Delhi. He did his schooling in Lancer's Convent School. He was academically a good student, but fell prey to certain bullying in his early days. This eventually paved the way for him to make his roast videos on YouTube after growing up. He was a bright student and excelled in Maths and Science, which is why he got into engineering. Malhan completed his in Electronics and Communication from Indraprastha Institute of Information Technology in Delhi. How did his YouTube journey start? While he was juggling between his academics in Engineering college and internships, Nischay started his YouTube channel and posted videos for fun. This instantly started getting a lot of attention. It was in 2017 that he started making videos under the official name of Triggered Insaan. He makes roast and comedy videos, and this has become quite popular amongst the youth. About Nischay Malhan's family He is not the only child; Nischay has an elder brother named Abhishek Malhan and a sister named Prerna Malhan. Interestingly, both of them are content creators. Sister is known as Wanderers Hub, and brother is known as Fukra Insaan. Not just this, Abhishek was also a part of Bigg Boss OTT 2 and made a strong impact with his game. The newly married content creator is amongst India's top digital entertainers today. He enjoys over 18 million subscribers, and his USP is the raw, real and authentic content he posts. We wish Nishchay Malhan a very happy married life and all the success in life. Stay tuned to Pinkvilla for more such updates.
Time of India
02-06-2025
- Science
- Time of India
Eyes beyond the skies: How IIIT-Delhi and ISRO are training AI to watch over space debris, rogue satellites
In the fast-crowding highways of space, where satellites whiz past one another and junk from decades of missions hurtles unpredictably, one wrong move could set off chaos. Keeping tabs on this orbital traffic jam is no longer optional—it's essential. And a team of engineers and AI specialists at IIIT-Delhi is building a system to do just that, with minimal human intervention. Partnering with ISRO and industry players under the AI for Space Initiative , the Indraprastha Institute of Information Technology, Delhi is crafting an AI-powered Space Situational Awareness (SSA) platform that doesn't just track what's up there—it learns from it, predicts dangers faster, and adapts in real time. 'Human-in-the-loop SSA systems face several significant limitations. They must process vast amounts of data collected from thousands of active satellites, space debris and defunct rocket bodies,' said Sanat K Biswas, assistant professor (ECE) at IIIT-Delhi. Live Events That volume of data is beyond what most human analysts can efficiently process. As a result, crucial patterns go unnoticed, decision-making slows down, and inconsistent risk assessments emerge due to varied inputs and algorithms. Beyond data overload, coordination between global satellite operators is another problem. With no universal standards, efforts to prevent collisions are hampered by communication gaps and unclear points of contact. 'The lack of standardised protocols among satellite operators complicates coordination for collision avoidance. Language barriers and difficulties in locating relevant contacts for operational coordination further limit necessary actions,' Biswas added. The rise of agentic AI The AI system being developed at IIIT-Delhi aims to cut through this mess. Current AI applications in SSA are narrow—object detection or isolated tracking. But what the team is building is more ambitious: AI that can automate entire pipelines—from sensor management to threat detection—much like air traffic control, but for space. 'Currently, AI algorithms are used mainly for specific support tasks like detecting objects. In the near future, AI is expected to take on more complex roles such as managing sensors, automating data processing and detecting threats... To bring all these functions together, we can develop agentic AI —where multiple AI agents handle different tasks while a human oversees their work,' said Biswas. This vision fits squarely into the larger mandate of the Infosys Centre for Artificial Intelligence (CAI) at IIIT-Delhi, launched in 2016 to explore cutting-edge AI in fields ranging from autonomous mobility to satellite navigation. SSA, for them, is not just about national security or communication infrastructure—it's a new frontier where AI can prove its worth in high-stakes environments. Closing India's space collaboration gap Yet the road ahead isn't only technical. It's institutional. According to Biswas, India's space innovation ecosystem still struggles with fragmented collaboration, especially between academia and state agencies. 'Unfortunately, there are very few examples of these collaboration pathways in India, and the capabilities of academic institutions are often underutilised in the space sector,' he said. He lays out a blueprint for bridging this divide: either let academic institutions build technologies up to a certain stage before handing them off to industry, or let ISRO define the research need, which universities then solve and industry converts into deployable products. 'If we aspire to become a technological leader in AI applications for space or in space technology more broadly, we must recognise that space research is resource-intensive and that immediate results are not always guaranteed,' Biswas cautioned. 'To foster productive collaboration, ISRO and Indian space industries should support academic institutions and universities... with focused, sustained long-term funding.'
