Guwahati’s public transport is bound by rules, but enforcement remains the missing link
Guwahati’s public transport system is governed by a set of rules meant to regulate fares, routes and driving practices. Yet on the city’s roads, the gap between what the rules prescribe and what commuters experience remains visible every day.
ALSO READ: From Guwahati to Barak Valley, Storms Expose Assam’s Power Gaps
From auto-rickshaws operating without using fare meters to e-rickshaws moving on highways and city roads without designated routes, and green city buses facing allegations of rash driving and violations of operating norms, enforcement remains a persistent challenge.
The District Transport Office (DTO), Kamrup (Metro), says rules are in place for different categories of public transport. However, officials also acknowledge that some of the mechanisms required to bring greater order to the city’s public transport system are still being worked out.
Official data from the DTO, Kamrup (Metro), shows that as of 2025, Guwahati had around 2,900 registered passenger e-rickshaws, 2,800 auto-rickshaws, 3,386 buses, around 7,500 taxis, including app-based services, and 1,445 maxi taxis.
Authorities maintain that if these vehicles operate according to the prescribed rules, they can meet the city’s public transport requirements.
The problem, however, lies in ensuring that the rules are followed consistently on the ground.
One of the most visible gaps concerns auto-rickshaw fares.
According to the DTO, installation of a fare meter is mandatory for auto-rickshaws that do not operate through an app.
An official said the department can fine auto-rickshaw operators who do not use the fare meter and that fitness certificates are not issued to drivers who fail to install one.
“The enforcement department further looks into the on-ground reality,” the official said.
Yet the experience of drivers suggests that installation does not necessarily translate into actual use.
An auto-rickshaw driver interviewed for this report said he had installed a fare meter but did not use it, claiming there was no pressure on drivers to operate according to it.
The driver also raised concerns over the prescribed fare. According to him, the rate available through the meter is Rs 10 per kilometre, which he said makes it difficult for drivers to operate at that rate.
“If everything goes well as per the market pricing, we don’t have any problem with that, we are okay with the fare meter,” he said, adding that using the meter could also eliminate bargaining with passengers.
The contradiction is stark: the transport department says the fare meter is mandatory and has enforcement provisions, while drivers say the system is not being implemented in practice.
For commuters, that leaves the question of what fare they should actually pay and how consistently the rule is being enforced.
The issue becomes more complicated with e-rickshaws.
The DTO official said there are currently no prescribed designated routes for e-rickshaws. As a result, these vehicles can be seen on highways as well as within the city, creating traffic disturbances, according to the department’s assessment.
The solution, officials say, is in the works.
“We are preparing a standard operating procedure (SOP) for E-Rickshaws and we will very soon submit that to the district commissioner in Guwahati as he is the chairman of DTO. As soon as we submit the SOP, e-rickshaws will operate via designated routes,” the official said.
Until that SOP is finalised and implemented, however, the city continues to deal with an unclear framework governing where e-rickshaws should operate.
Drivers, meanwhile, say restrictions could directly affect their earnings.
An e-rickshaw driver interviewed for this report said that if such vehicles were prohibited from entering the city or using highways, their daily earnings would fall to a level at which sustaining a livelihood would become difficult.
Another driver said restrictions were not imposed in the same manner on e-rickshaws operating through apps, claiming that such vehicles could move across the city and highways.
The differing perceptions underline the uncertainty surrounding the regulation of e-rickshaws in Guwahati.
Green city buses are another major component of Guwahati’s public transport network, and another source of concern.
The transport department says an SOP for green city buses has already been laid down by the district commissioner. According to the DTO official, if a green bus is found violating the SOP, its licence is seized as per the norms.
The enforcement is visible at the DTO premises.
A security personnel posted at the DTO said around three to four green city buses are seized and kept there every day. According to him, the buses are later moved to another location after five to six days.
But bus drivers argue that some violations are not always straightforward.
One green city bus driver said drivers are instructed to remain in the left lane, but parked vehicles frequently block that lane. In such situations, he said, drivers are forced to move to the right lane and subsequently face action from authorities.
Another driver pointed to pressure from vehicle owners as one of the factors behind rash driving by some bus operators.
According to him, drivers have to pay a fixed amount to owners at the end of the day, and this pressure can lead some drivers to drive rashly or violate traffic rules.
The accounts do not excuse violations, but they highlight the operational difficulties faced by drivers while attempting to follow the prescribed rules.
Guwahati’s public transport problem, therefore, is not simply about the absence of rules.
For auto-rickshaws, there is a mandatory fare-meter requirement. For green city buses, an SOP is already in place and violations can result in licence seizure. For e-rickshaws, the DTO says a new SOP is being prepared to establish designated routes.
The larger issue is whether these rules are being implemented consistently and whether enforcement addresses the realities faced by both commuters and drivers.
The numbers show the scale of the system that needs to be regulated: thousands of buses, autos, e-rickshaws, taxis and maxi taxis operating across Guwahati.
When enforcement becomes inconsistent, the consequences are felt on the roads. Commuters face uncertainty over fares. E-rickshaws operate without a clearly established route framework.
Green city buses face allegations of rash driving, while drivers point to blocked lanes and commercial pressure.
The DTO says enforcement action is being taken. But the continued presence of the same problems suggests that seizure, fines and rules alone may not be enough.
For Guwahati, the challenge is to make public transport regulation predictable, not merely on paper, but on the road.
A system in which drivers know exactly what rules they must follow, commuters know what they are entitled to pay, and enforcement agencies consistently act when violations occur would bring greater accountability to the city’s public transport network.
Until then, Guwahati’s public transport will continue to operate in the space between regulation and enforcement; where rules exist, but their impact on the city’s roads remains uneven.