The debate over whether or not to allow quadricycles to ply on Indian roads is striking for at least two reasons. The first has to do with timing: The fiscal ended March saw car sales drop, the first time ever since 2002-03. The second relates to the stridency with which car manufacturers have reacted to the possibility of the quadricycle receiving official clearance – views both for and against that smacked of virtual lobbying. On the one side, we have Bajaj Auto, which is pushing for the commercial launch of its RE60 quadricycle, and other manufacturers who are reportedly planning to introduce their own models. On the other, there are Maruti Suzuki and Tata Motors, who see these vehicles as unsafe, polluting and “taking India backwards”.
As far as arguments against the quadricycles go, the one about them cannibalising car sales deserves to be summarily dismissed. By this logic, bullock cart makers would be deserving of protection against the trucking industry. If quadricycles offer an economical and convenient alternative for two-wheeler users, who can’t afford cars, why should they be denied that option? The safety issue, of course, is another matter. The question here is whether to assess this in relation to the vehicles they are meant to replace (mainly two-wheelers) or vis-à-vis the ones whose sales they ostensibly threaten (cars). It is quite unlikely that a vehicle having four wheels would be more dangerous to drive than those with two or three. In that case, should quadricycles be subjected to the same frontal crash testing norms? There is a close parallel in the argument that quadricycles are overly polluting. Should they be assessed against two-wheelers or should their emission standards be pegged as those for regular cars? Such questions are for the relevant technical bodies to decide. It is not something that should be determined by industry lobbies, whether they bat for or against the quadricycle. Prima facie, however, there is a strong case for thinking that as long as quadricycles are allowed to ply within city or town limits, which impose automatic speed checks, the safety standards applicable on two- and three-wheelers should be good enough.
The quadricycle debate should also be viewed in the context of the abysmal state of public transport in the country. Even in major metros, there are many who rely on ‘shared autos’ and similar not-so-safe modes of transport to commute to work. For these consumers, not enjoying the benefits of a reliable public transport system, the only alternative today is driving their own two-wheeler. If quadricycles present an intermediate option, the in-between step towards a final investment in a car, there must be sound reasons for not permitting the exercise of this choice. Endangering car sales is certainly not one of them.