Delhi-NCR commuters faced longer waits, costlier rides and patchier last-mile connectivity on Thursday as a three-day transport strike by cab, auto-rickshaw and goods vehicle unions began across the capital region, intensifying pressure on Metro services, buses and private mobility networks.
The stoppage, called from May 21 to 23, brought together more than 65 transport bodies linked to truckers, private bus operators, taxi drivers, maxi-cab owners and sections of auto-rickshaw unions. Its impact was uneven through the morning, with some taxis and autos continuing to operate near railway stations, metro hubs and office districts, while passengers at New Delhi railway station, Anand Vihar, border corridors and major commercial areas reported difficulty securing rides.
Drivers say fares have not kept pace with operating costs for nearly 15 years. Their demands include an immediate revision of taxi and auto fares, relief from surging petrol, diesel and CNG prices, action against what they describe as arbitrary practices by app-based aggregators, and a rethink of tighter vehicle-entry rules and environmental levies on commercial traffic entering Delhi.
The agitation has also drawn goods transporters into the confrontation. Fleet owners and truck operators oppose the higher Environment Compensation Charge imposed on commercial vehicles entering Delhi, arguing that the revised levy penalises vehicles bound for the capital rather than only discouraging transit traffic that uses Delhi as a corridor. The revised structure raises charges for light commercial vehicles and two-axle trucks from ₹1,400 to ₹2,000, while heavier trucks face a jump from ₹2,600 to ₹4,000, with a 5 per cent annual increase built into the schedule.
The measure is part of a broader anti-pollution push aimed at reducing vehicular emissions and diverting non-destined freight movement to the Eastern and Western Peripheral Expressways. Transporters say the policy is being applied too broadly and will add to delivery costs at a time when insurance, maintenance, tyres, permits, financing and driver wages have already climbed sharply.
Cab and auto unions are also opposing restrictions that affect older commercial vehicles. A transitional window allows BS-IV goods vehicles registered in Delhi to operate until October 31, 2026, while stricter entry norms for polluting vehicles are being phased in across the region. Operators say small fleet owners will struggle to replace vehicles quickly, especially those still repaying loans or operating on thin margins.
Commuters bore the immediate cost of the stand-off. App-based cab availability thinned in parts of Delhi, Noida, Gurugram, Ghaziabad and Faridabad, with surge pricing reported on several routes during office hours. Auto-rickshaw availability varied by locality, reflecting divisions within unions; at least some associations stayed away from the strike and said services would continue.
Metro ridership and bus dependence rose as passengers shifted to mass transit for office travel, hospital visits, airport transfers and railway connections. The pressure was sharper in areas where last-mile links are weak, including industrial belts, suburban housing clusters and transport hubs. Office-goers faced delays on feeder routes, while students and daily wage workers were among those hit by higher informal fares.
Goods movement faced a separate strain. Market associations and logistics operators warned that a prolonged stoppage could slow supplies of vegetables, fruits, dairy products, construction materials, fuel-linked deliveries and e-commerce shipments. Delhi’s wholesale markets depend heavily on trucks arriving from neighbouring states, and even partial disruption can affect retail prices if unloading, local distribution and return trips are delayed.
The Delhi government faces a difficult balancing act. Pollution control measures enjoy legal and administrative backing because freight and diesel traffic remain major contributors to the capital’s poor air quality, particularly during winter. At the same time, transport unions argue that the cost of transition is being pushed onto drivers and small fleet owners without adequate fare reform, credit support or a clear consultation mechanism.
