Similar incidents happened in the past also when attempts were made to free some designated roads of the slow-moving rickshaws as part of a plan to ensure smooth movement of motorised vehicles and prevent traffic congestion in important thoroughfares.

The rationale for containing the rickshaw boom and phasing it out gradually in order to accelerate the pace of life in a modern metropolis is unassailable. But while the handling of the problem has been largely indecisive and perfunctory, one could only see it snowball into intractable proportions. It is learnt that out of more than 300,000 rickshaws in the city, close to one lakh have any valid licence. So there is no doubt that the business of issuing licence is being conducted by some fake outfits. The situation is as chaotic on paper as it is on the road. And when things like that can happen, the question of proper management of rickshaws in the city doesn't arise. As long as rickshaws remain in the city, the DCC and other organisations concerned must know their exact number and also the number of the men employed as pullers. But statistics seem to be the weakest point of rickshaw management. People would obviously like to know why things have been botched up in this area.

The ad hoc measures will have to be replaced by a comprehensive plan of action having the following elements: first, the authorities need to weigh the consequences of increasing the number of rickshaw-free roads which would create inconvenience for commuters in the middle and low income groups. The answer lies in developing a fully-fledged public transport system that can meet the needs of an ever growing number of commuters. Last but not least, rehabilitation of rickshawpullers should be high on the government agenda as the job market for this group of urban poor will shrink with more and more roads being made rickshaw-free.