The amazing history of 2 iconic modes of transport, long gone

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Hong Kong Icons - The history of Sedan Chairs & Rickshaws

The amazing history of 2 iconic modes of transport, long gone

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Rickshaws | Hong Kong - 1972

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Sedan Chairs | Hong Kong - 1885

The Complete History and Timeline of Rickshaws and Sedan Chairs as a means of transport in Hong Kong from 1841

The Report

Having lived in Hong Kong since 1972 I have watched Hong Kong evolve from a thriving colonial city state to a modern bustling city state and as I will say to many people, a lot of stuff 53 years ago is still relevant in modern Hong Kong and it makes for fascinating context comparisons.

Some of my younger friends roll their eyes when I go off on one and think I am just some crusty old bugger who spends too much time thinking about the good old days and yet not nothing could be further from the truth, my 53 years here is absolutely a gift for me as a Private Tour Guide because I know Hong Kong and I am a researcher and information junkie and my new favourite thing to do is get into arguments with AI about their factual inaccuracies which may seem inconsequential to some but to me, it must be corrected!

Ai is like a supercharged version of Wikipedia (on steroids) but with a lifetime of living here I know things and it is simply just important to me to be factually correct

- here is one small example

Most AI or Google searches only ever mention that Lugard Road at Victoria Peak was built between 1913 and 1914 and many Tour Companies still get this wrong but my life is devoted to Hong Kong research, so I asked AI to double check my assertion that the Road was built in 2 phases and it constructed in two phases, with work occurring between 1913–1914 and 1919–1921

and, yes I was right.

So who cares right, well it matters to me, I always check key data through mulitple sources and in general you can rely 100% on Hong Kong Government data!

So with that in mind, I like to get involved in researching projects such as this as it was not so long ago that Rickshaws were a common sight in Hong Kong and for one reason or another, the Hong Kong Government allowed them to fade away into obscurity and yet they are an integral part of the Transport ecosytem in Hong Kong and yes they do not have the cute and cool appeal of the Hong Kong Trams which trundle along the roads on Hong Kong Island, but tourism is not just about the now and the future it is also about the past and there is a potential role for EV Rickshaws in Hong Kong

All to often do gooders and woke minded people argue the point that being a Rickshaw puller or a sedan chair carrier historically meant you were an exploited poor person but I knew a few rickshaw pullers personally back in the 1970's (at the Star Ferry Pier as some of them spoke very passable English) and yes, their job was hard and physically demanding but they had to make ends meet and this was a way for them to earn money

I should point out that in modern day Hong Kong in 2025 we have thousands (and I mean thousands) of elderly people in their 70’s - 80’s and 90’s collecting rubbish on the streets to sell to waste recycling companies and not many people speak up for them! on the allowance they get from the Government that has to cover rent, food and such, they cannot survive so they do this back breaking work that no one else is willing to do.

I know poverty in Hong Kong, I used to spend time in Kowloon Walled City (and that is another story) I used to visit poor areas (and I still do) some of my wifes family live in poverty in Hong Kong, I often think I would have made a good social worker and I have no issue getting my hands dirty

So if you read what is written below go in with an open mind, the subject is real Hong Kong history, it happened and it cannot be white washed or undone.

... and yes, there is a case for introducing EV Rickshaws into Hong Kong Tourism but in a modern environment

History and Timeline of Rickshaws in Hong Kong

Introduction

Overview of Rickshaws and Sedan Chairs historically in Hong Kong

Rickshaws and sedan chairs were iconic modes of human-powered transport in Hong Kong, shaping its urban landscape and social fabric from the mid-19th century to the mid-20th century. The rickshaw, derived from the Japanese jinrikisha (meaning "human-powered vehicle"), was a two-wheeled cart pulled by a single runner. Sedan chairs, known locally as saan dau (mountain cabin) or kin-yue (shoulder carriage), were carried by two to four bearers and were suited for Hong Kong’s hilly terrain. Both served as public and private transport, reflecting the city’s economic and cultural dynamics during its colonial period.

Cultural and Historical Significance

These vehicles were more than mere transport; they were symbols of status, labor, and colonial influence. Rickshaws, introduced from Japan, and sedan chairs, rooted in Chinese tradition, catered to different terrains and social classes. Their presence on Hong Kong’s streets highlighted the city’s blend of Eastern and Western influences, while their eventual decline marked the shift toward modernization.

Rickshaws Hong Kong in 1883

Rickshaws Hong Kong in 1930

Rickshaws Hong Kong in1957

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Rickshaws | Hong Kong - 1883 to 1957

Introduction and Early Adoption (1874–1880s)

1874: The first rickshaw was imported from Japan by Mr. S. L. Heinemann, a shipbroker, marking its debut in Hong Kong. It was a private, two-seater vehicle designed for comfort.

1880: Public rickshaws were introduced on April 22, rapidly gaining popularity due to their speed and affordability compared to sedan chairs. Within two years, the number of public rickshaws grew from 30 to several hundred.

1883: The British Hong Kong government passed the Vehicle and Public Transport Act to regulate rickshaws, addressing chaotic trafic and road damage caused by narrow wheels.

Peak Popularity (1880s–1920s)

1880s–1900s: Rickshaws became a dominant mode of transport, especially in flatter areas like Kowloon. By the early 20th century, over 7,000 rickshaws operated in Hong Kong, serving both locals and expatriates.

1901: The government ordered 300 rickshaws for foreigners, with local manufacturers like Kwong Shing and Shi Lung producing them in Central.

1920s: The rickshaw industry peaked with 3,500 licensed rickshaws in 1924, supported by shops like Ngan Shing Kwan offering rentals by phone.

Regulation and Improvements (1883–1919)

1884: Regulations were established for rickshaw stationing, particularly during events like horse racing, to manage traffic flow.

1919: A government committee selected a standardized rickshaw design with pneumatic tires, improving passenger comfort and road safety. These were displayed at the Central Police Station for public approval.

1920s: Rickshaw pullers organized labor unions, such as the Hong Kong Ngan Family Clan Association, to advocate for better working conditions amid strict regulations.

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Tourists in Rickshaws | Hong Kong - 1970’s

Decline and Near Extinction (1930s–2020)

1930s: The rise of buses and streetcars, introduced in 1924, began reducing rickshaw numbers. By the late 1920s, economic downturns led to private rickshaws being rented out.

1940s–1950s: World War II and the Japanese Occupation (1941–1945) temporarily revived rickshaws due to fuel shortages, with numbers rising from 858 to 1,029 between 1942 and 1944. Post-war, motor vehicles resumed dominance.

1960s: Rickshaw numbers dwindled as motor taxis and buses became prevalent. By 1960, roadside rickshaw stations began disappearing.

1975: The government ceased issuing new rickshaw licenses, making existing ones non-transferable. This led to a gradual decline, with only a few pullers remaining by the 1990s.

2006: The relocation of the Star Ferry Terminal reduced tourist routes, further diminishing rickshaw viability.

2020: The last rickshaw puller, Hung Chiu-ping, retired, marking the end of the rickshaw era. By 2022, no licensed rickshaws remained in Hong Kong.

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Rickshaw Parking Space | Hong Kong - 2025

I came across this during my research, an actual rickshaw parking space at an historic building at 28 Kennedy Road in the Mid Levels district on Hong Kong Island

Key Events and Milestones

1874: First rickshaw imported.

1883: Vehicle and Public Transport Act introduced.

1919: Standardized rickshaw design implemented.

1924: Peak of 3,500 licensed rickshaws.

1975: No new licenses issued.

2020: Last rickshaw puller retired.

Sedan Chairs Hong Kong 1870

Sedan Chairs Hong Kong 1885

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Sedan Chairs | Hong Kong - 1870 to 1885

History and Timeline of Sedan Chairs in Hong Kong

Early Use in Colonial Hong Kong (1840s–1870s)

1840s: Sedan chairs, known as saan dau or kin-yue, were the primary public transport during early colonial times. They were ideal for Hong Kong Island’s steep terrain, unlike wheeled vehicles.

1859: The government introduced regulations for sedan chair tolls and stations, establishing stands at hotels, wharves, and crossroads.

1860s–1870s: Wealthy residents, including Governor Sir Richard MacDonnell, used sedan chairs to access Victoria Peak’s cooler climate. Private chairs symbolized status, with civil officers’ rank indicated by the number of bearers.

Peak Usage and Social Status (1880s–1920s)

1880s: Sedan chairs remained popular for navigating Hong Kong Island’s hilly paths, especially before the Peak Tram’s launch in 1888.

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Sedan Chair Laws | Hong Kong - 1858

1901: Governor Sir Henry Arthur Blake appointed a commission to address complaints about sedan chair and rickshaw availability, reflecting their widespread use.

1921: Sedan chair licenses peaked at 1,218, with private chairs often made of wickerwork for elite residents, particularly at The Peak.

1922: An eight-bearer sedan chair was used for Prince Edward VIII’s visit, underscoring its ceremonial importance.

Regulation and Decline (1901–1960s)

1912: After an assassination attempt on Governor Sir Francis Henry May in a sedan chair, governors switched to motor cars.

1920s–1930s: The completion of roads to Victoria Peak in 1920 and the rise of motor vehicles reduced sedan chair usage. Licenses dropped from 1,173 in 1922 to 219 by 1939.

1940s: The Japanese Occupation revived sedan chairs due to fuel shortages, but post-war motorization resumed their decline.

1950s–1960s: Sedan chairs lingered for ceremonial purposes, such as bridal and funeral processions, but became obsolete by the early 1960s.

Key Events and Milestones

1859: Regulations for sedan chairs introduced.

1888: Peak Tram reduced sedan chair necessity.

1912: Governors abandoned sedan chairs.

1921: Peak of 1,218 licensed sedan chairs.

1960s: Sedan chairs disappeared from public use.

Reasons for the Decline of Rickshaws and Sedan Chairs

Rise of Motorized Transport

Streetcars and Buses: The introduction of streetcars in 1924 and buses by companies like China Motor Bus Co. offered faster, more efficient transport, outcompeting rickshaws in flat areas like Kowloon.

Motor Taxis: By the 1940s, taxis became ubiquitous, providing convenience and speed that human-powered vehicles couldn’t match.

Peak Tram: The 1888 Peak Tram reduced the need for sedan chairs on Victoria Peak, as it provided a mechanized alternative for uphill travel.

Infrastructure and Urban Development

Road Improvements: Paved roads and expanded infrastructure favored motorized vehicles, making rickshaws’ narrow wheels and sedan chairs’ manual labor less practical.

Urban Expansion: Kowloon’s flatter terrain suited rickshaws, but Hong Kong Island’s steep paths favored sedan chairs until roads and trams made both obsolete.

Social and Humanitarian Concerns

Labor Conditions: Rickshaw pullers and sedan chair bearers faced grueling conditions, often living in poverty. Public sentiment, especially post-World War II, viewed human-powered transport as degrading.

Protests and Bans: In other regions, like Tamil Nadu (1974) and West Bengal (2005), rickshaws were banned on humanitarian grounds, influencing Hong Kong’s policies.

Economic Factors and Labor Dynamics

Cost of Labor: Human labor was initially cheaper than animal or mechanical alternatives, but rising wages and motor vehicle affordability shifted the economic balance.

License Restrictions: Non-transferable licenses post-1975 and high license fees (e.g., $6 every six months by 1887) reduced the profitability of rickshaw operations

Rickshaws and Sedan Chairs as Tourist Attractions

Current Status and Limited Revival

Tourist Use: By the 1990s, rickshaws were primarily a tourist attraction, with pullers like Hung Chiu-ping operating at The Peak and Edinburgh Place Ferry Pier, charging HK$300 per ride.

Extinction: No licensed rickshaws or sedan chairs remain in Hong Kong as of 2022, ending their use even for tourism.

Cultural Preservation: Proposals like the “Hong Kong Challenge” suggest reviving rickshaws for events, but no significant initiatives have materialized.

Challenges for Private Companies

Regulatory Barriers: Strict government regulations and the cessation of licenses in 1975 deter private companies from investing in rickshaw or sedan chair services.

Operational Costs: High labor costs and maintenance for authentic vehicles make them less viable compared to modern alternatives like pedicabs or electric carts.

Safety Concerns: Modern traffic conditions and pedestrianized zones limit safe operation of human-powered vehicles in urban areas.

Speculation on Lack of Commercial Revival

Cultural Perception: Rickshaws, in particular, are seen as symbols of colonial exploitation, which may discourage companies due to potential public backlash.

Competition from Modern Tourism: Hong Kong’s tourism industry focuses on modern attractions (e.g., Disneyland, Ocean Park), overshadowing niche historical experiences.

Lack of Infrastructure: Unlike Kyoto, where rickshaws thrive in pedestrian-friendly geisha districts, Hong Kong’s busy streets and limited historical zones hinder revival efforts.

Low Profit Margins: The niche market for historical transport may not justify the investment needed for licensing, training, and vehicle upkeep.

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Previously a sedan chair and rickshaw depot 100 years ago!

The Peak Lookout Restaurant | Hong Kong - 2025

History of the Peak Lookout Building

Origins as a Shelter for Sedan Chair Bearers

1860s–1880s: The building, originally known as the Old Peak Cafe, was constructed as a shelter for sedan chair bearers serving wealthy residents of Victoria Peak. Its location near the Peak Tram’s upper terminus made it a key rest stop for coolies.

Purpose: It provided shade and rest for bearers, who often carried elite passengers uphill before the tram’s introduction in 1888. The structure also housed equipment for sedan chairs.

Evolution into the Peak Lookout Restaurant

Early 20th Century: As sedan chairs declined, the building transitioned into a cafe serving Peak residents and visitors, capitalizing on its scenic views.

1947: Reconstructed after World War II damage, it became a formal dining establishment, retaining its colonial architecture.called the Peak Cafe

1980s–Present: Renamed the Peak Lookout, it evolved into a high-end restaurant offering international cuisine, preserving its historical facade while catering to tourists and locals. Its location at 121 Peak Road remains a landmark.

Timeline of Key Developments

1860s: Built as a shelter for sedan chair bearers.

1888: Role diminished with Peak Tram’s opening.

1947: Rebuilt as a cafe post-war.

1980s: Transformed into the Peak Lookout restaurant.

Other Notable Locations Associated with Rickshaws and Sedan Chairs

Sedan Chair Stands and Rickshaw Ranks

Sedan Chair Stands: Located at key points like hotels, wharves, and crossroads (e.g., Wyndham Street, Barker Road Station). These were regulated with displayed tariffs.

Rickshaw Ranks: Common in flatter areas like Central’s D’Aguilar Street and Kowloon’s Tsim Sha Tsui, with ranks at Star Ferry Pier and major roads.

Key Locations in Hong Kong

Star Ferry Pier (Central): A major hub for rickshaws, especially post-World War II, until its 2006 relocation reduced their viability.

Victoria Peak: Sedan chairs dominated here before 1888, with stands at Barker Road and near the Peak Lookout. Rickshaws were less common due to the terrain.

D’Aguilar Street: Known for both rickshaw and sedan chair stands, reflecting their competition in Central.

Tai O, Lantau Island: Sedan chairs persisted into the late 1950s for local transport.

Comparison with the Peak Lookout

Shared Purpose: Like the Peak Lookout, other stands (e.g., Wyndham Street) served as rest points for bearers and pullers, but few were permanent structures.

Unique Role: The Peak Lookout’s conversion into a restaurant preserved its historical significance, unlike temporary stands that disappeared with the vehicles.

Cultural Legacy: While other locations were functional, the Peak Lookout’s scenic location and colonial architecture made it a lasting tourist attraction.

Conclusion

Legacy of Rickshaws and Sedan Chairs

Rickshaws and sedan chairs were integral to Hong Kong’s transport history, reflecting its colonial past and labor dynamics. Their decline marked the city’s modernization, driven by motorized transport and urban growth. Today, they remain cultural symbols, preserved in photographs, museums, and historical narratives.

Future Prospects for Cultural Preservation

While private companies have not revived these vehicles due to regulatory, economic, and cultural challenges, their legacy could be preserved through museum exhibits, virtual reality experiences, or limited events like the 1975 rickshaw derby. Integrating them into Hong Kong’s tourism narrative could honor their historical significance while addressing modern sensitivities.

A possible future revival of both Sedan Chairs and Rickshaws as potential tourist attrctions

Regarding efforts to revive sedan chairs and rickshaws in Hong Kong since 1990, particularly in the context of the city's waterfront promenades and their potential as tourist attractions.

Companies Attempting to Revive Sedan Chairs and Rickshaws in Hong Kong Since 1990

There is limited evidence of companies explicitly attempting to revive sedan chairs or rickshaws as operational transport modes in Hong Kong since 1990, particularly in a commercial or tourist-oriented capacity. The decline of these modes of transport, as noted in historical records, was significant by the late 20th century due to the rise of modern transportation like taxis, buses, and trams. However, there are a few notable initiatives related to rickshaws, primarily for nostalgic or tourism purposes:

New World First Bus (NWFB) – Rickshaw Sightseeing Bus (Launched 2009):

In 2009, New World First Bus (now Citybus) introduced the "Rickshaw Sightseeing Bus," a modern, open-top double-decker bus service designed to evoke the nostalgia of traditional rickshaws. While not a literal revival of human-powered rickshaws, this initiative capitalized on the rickshaw's cultural significance to create a themed tourist experience. The buses operate on two routes: the H1 Heritage Tour (covering Central and Western District attractions like Man Mo Temple) and the H2 Metropolis Tour (covering Wan Chai and Causeway Bay). These buses are decorated with a "rickshaw" aesthetic and offer hop-on, hop-off services for tourists, priced at HK$50 for a one-day pass. This project represents a symbolic nod to the rickshaw's historical role rather than a direct revival of human-powered vehicles.

Relevance: This is not a revival of actual rickshaws or sedan chairs but a creative adaptation of the concept for modern tourism, leveraging the rickshaw's iconic status.

Individual Rickshaw Operators:

By the 1990s, the number of licensed rickshaw pullers had dwindled significantly, with no new licenses issued since 1975. However, a few individual operators, primarily elderly men, continued to offer rickshaw rides, mainly for tourists at locations like the Edinburgh Place Ferry Pier and The Peak. For example, in 1998, there were about eight rickshaw pullers, reduced to four by 2002, and only two by 2011. By 2017, only three licensed pullers remained, with at least one offering rides on The Peak for HK$300 per trip around the block.

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one of my more inconic images

Rickshaws - The Last of Us | Hong Kong - 2020

The last known rickshaw puller, Mr. Hung Chiu-ping, announced his retirement in 2020, marking the end of traditional rickshaw operations. As of 2022, no licensed rickshaws were reported in Hong Kong, suggesting no sustained commercial revival by companies.

Relevance: These efforts were small-scale and driven by individual license holders rather than companies, with no evidence of organized corporate initiatives to revive rickshaws since 1990.

Other Company Rickshaw Operators:

I have no proof but in either 2014 or 2015 a company started a service of tourist rickshaws from Star Ferry Pier No, 7 on Hong Kong Island and the pullers where gym honed boys and girls which no doubt made for good selfies and yes they where listed on Tripadvisor but their web site and Tripadvisor site were deleted and I cannot find any evidence they existed but they did!

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Sedan Chairs at Victoria Peak | Hong Kong - a 100 years ago

Sedan Chairs:

There is no documented evidence of companies attempting to revive sedan chairs in Hong Kong since 1990. Sedan chairs, historically used by the elite and for ceremonial purposes (e.g., carrying brides or colonial officials), peaked around 1920 with 1,215 registered chairs but were largely phased out by the mid-20th century. The last reported sedan chair was abandoned in 1965. Unlike rickshaws, sedan chairs have not been repurposed for tourism in any significant way, likely due to their more labor-intensive nature and lack of modern appeal compared to rickshaws.

Revival Projects on Hong Kong’s Waterfront Promenades

Hong Kong’s waterfront promenades, such as those in Tsim Sha Tsui, West Kowloon, Central Harbourfront, Wan Chai, and Tsuen Wan, offer flat, scenic routes ideal for tourist attractions. These areas have been revitalized under initiatives like the Harbourfront Shared Space program, which emphasizes public access, cultural activities, and tourism-friendly features. However, there is no direct evidence of projects specifically aimed at reviving rickshaws or sedan chairs along these promenades, even as tourist attractions. Below are relevant observations:

Tourism and Cultural Initiatives on Promenades:

The Hong Kong Tourism Board and the Harbourfront Commission have focused on enhancing waterfront areas with features like fenceless water access, pop-up installations, cultural events, and public spaces (e.g., Tsuen Wan Promenade, Belcher Bay Promenade, and Causeway Bay’s Revitalised Typhoon Shelter Precinct). These initiatives prioritize modern attractions such as art installations, seasonal decorations, and community activities like the Walla-Walla Culture & Historical Tour in Causeway Bay. While these projects enhance the tourism appeal of the waterfront, they do not include rickshaws or sedan chairs.

The West Kowloon Waterfront Promenade, for instance, features cultural exchanges, live music, and cycling/jogging paths, but there is no mention of human-powered transport like rickshaws or sedan chairs being integrated into these spaces.Potential for Rickshaws or Sedan Chairs:

The flat terrain and scenic views of the promenades (e.g., Tsim Sha Tsui Promenade with views of Victoria Harbour or the West Kowloon Promenade) make them theoretically suitable for rickshaw or sedan chair rides as a tourist novelty. However, no projects have been documented that leverage these spaces for such purposes.

The absence of such initiatives may be due to:

Regulatory Constraints:

The government ceased issuing new rickshaw licenses in 1975, and sedan chair licenses were similarly discontinued. While temporary licenses could theoretically be issued for specific events or tourism purposes, there is no record of such permits being granted for rickshaws or sedan chairs since 1990.

Cultural Shift: Modern tourism in Hong Kong emphasizes high-tech, sustainable, and less labor-intensive attractions (e.g., the Symphony of Lights, M+ museum, or eco-friendly initiatives on Lantau Island). Human-powered transport may be seen as outdated or ethically contentious due to concerns about the physical strain on operators.Competition from Modern Alternatives: The Rickshaw Sightseeing Bus and other modern transport options (e.g., trams, ferries) already cater to tourists seeking a nostalgic or scenic experience, reducing the demand for human powered rickshaws or sedan chairs.Hypothetical Feasibility:

A revival of rickshaws or sedan chairs as a tourist attraction on waterfront promenades could be feasible with temporary licenses, similar to how special permits are issued for events like the Wine and Dine Festival on the West Kowloon Promenade.

A company could propose a pilot project under the Harbourfront Shared Space initiative, framing rickshaws as a cultural heritage experience. However, this would require:

Government Approval:

Temporary licenses would need to be issued, likely with strict oversight to address labor and safety concerns

.Private Investment: A tourism-focused company or cultural organization would need to invest in designing and maintaining rickshaws or sedan chairs, possibly with modern adaptations (e.g., lightweight materials or electric assistance to reduce physical strain).

Public Interest: The project would need to appeal to tourists, possibly through partnerships with the Hong Kong Tourism Board to market it as a unique experience alongside attractions like the Avenue of Stars.

Analysis and Recommendations

Why No Revival?:

Historical Decline:

Both rickshaws and sedan chairs were largely replaced by motorized transport post-World War II, with rickshaws peaking at over 7,000 in the early 20th century and sedan chairs at 1,215 around 1920. By 1990, their use was negligible, and the last rickshaw puller retired in 2020, signaling a natural end to the practice.

Regulatory Barriers:

The cessation of new licenses and the lack of transferable licenses since 1975 have made it difficult for new operators to enter the market. Even temporary licenses would require significant bureaucratic effort, as seen in the government’s cautious approach to waterfront development projects.

Ethical Concerns:

Modern sensibilities, as noted in global trends, discourage human-powered transport due to the physical toll on workers, which could deter companies from pursuing such ventures.

Alternative Attractions:

Hong Kong’s tourism strategy, as outlined in Tourism Blueprint 2.0, focuses on integrating cultural, ecological, and modern attractions (e.g., Kai Tak Sports Park, green island tourism on Lantau). These priorities overshadow niche, labor intensive projects like rickshaw revival.

Potential Opportunities:

The waterfront promenades’ flat terrain and scenic appeal make them ideal for a small-scale, heritage-focused rickshaw or sedan chair experience, similar to how rickshaws are used in tourist areas like Kyoto or Durban.

A company could partner with the Hong Kong Tourism Board or private entities like New World Development to pilot a project, possibly as part of events like the Wine and Dine Festival or cultural festivals on the promenades.

Temporary licenses could be issued for specific events, with rickshaws or sedan chairs designed as eco-friendly or culturally significant attractions, potentially using modern materials to reduce physical strain.

Challenges:

Licensing: Convincing the Transport Department to issue temporary licenses would require a strong case for cultural and tourism value, possibly backed by public support or a private sponsor.

Competition: Modern alternatives like the Rickshaw Sightseeing Bus or electric trams may overshadow traditional rickshaws, requiring a unique marketing angle (e.g., exclusive “heritage rides” with historical narration).

Public Perception: Ensuring the project is seen as a respectful nod to history rather than exploitative would be critical, possibly by employing willing participants (e.g., actors or tour guides) rather than traditional laborers.

Conclusion

Since 1990, no companies have directly attempted to revive sedan chairs in Hong Kong, and rickshaw operations have been limited to a handful of individual operators, with the last retiring in 2020.

The New World First Bus’s Rickshaw Sightseeing Bus is the closest modern equivalent, adapting the rickshaw concept for tourism without human-powered labor. Despite the potential of Hong Kong’s scenic waterfront promenades for such a revival, no specific projects have been documented, likely due to regulatory, ethical, and competitive barriers.

Temporary licenses could enable a small-scale revival as a tourist attraction, but this would require private initiative, government approval, and careful design to align with modern tourism goals and ethical standards.

Comments in relation to Rickshaws and Sedan Chairs using roads at Victoria Peak historically

I raised the question about whether historically Sedan Chairs and Rickshaws where allowed on Harlech Road and Lugard Road as traffice restrictions have always applies, residents on these roads have special permits and delivery vehicles can make deliveries but vehicles are not allowed if you are not a resident.

Thank you for sharing the images and for your kind words about the previous analyses. The photos you provided offer valuable visual context for understanding the use of rickshaws, sedan chairs, and vehicular access on Lugard Road, Harlech Road, and Mount Austin Road in Hong Kong. Below, I’ll address the historical and current context of rickshaws and sedan chairs in Hong Kong, particularly in relation to these roads, and incorporate insights from the images you shared, focusing on traffic signs and access restrictions.

Rickshaws and Sedan Chairs on Lugard Road: A Refined Analysis

Historical Context of Rickshaws and Sedan Chairs in Hong Kong

Rickshaws: Introduced in Hong Kong in the late 19th century (around the 1870s), rickshaws were a common mode of transport, particularly in urban areas like Victoria (now Central). They were lightweight, human-pulled vehicles, ideal for navigating narrow streets and hilly terrain. Their small size (typically about 1.2 meters wide and 2 meters long) made them highly maneuverable compared to cars or larger vehicles.

Sedan Chairs: Predating rickshaws, sedan chairs were widely used in Hong Kong during the early colonial period (1840s–early 20th century). They were carried by porters and were particularly suited for the steep, uneven terrain of Hong Kong Island, including areas like the Peak. They were often used by the wealthy or colonial elite to access elevated areas before roads were fully developed.

Lugard Road: Layout and Restrictions

Modern Restrictions: As you noted, Lugard Road has signs prohibiting vehicles without permits, and only specific vehicles (e.g., cars, delivery vans, or trucks) are occasionally seen, likely servicing the residences up to No. 27. Beyond No. 27, the road narrows significantly, and only police motorbikes are permitted due to the restricted width and pedestrian-focused design.

Historical Road Conditions: In the early 20th century, when Lugard Road was constructed (circa 1913–1921, named after Sir Frederick Lugard), it was designed as a scenic, pedestrian-friendly path around Victoria Peak.

While it was wider than a typical footpath, it was not intended for heavy vehicular traffic. Historical records suggest the road was primarily for pedestrian use, with limited vehicular access for residents or maintenance purposes. Given the compact size of rickshaws, they could have easily navigated the full length of Lugard Road, including the narrower sections beyond No. 27, without issue.

Rickshaws on Lugard Road: Likely but Unconfirmed

Feasibility:

As you pointed out, rickshaws are significantly smaller than modern vehicles, making them well-suited for Lugard Road’s width, even in its narrower sections. A rickshaw’s maneuverability would have allowed it to traverse both Lugard and Harlech Roads with ease, especially compared to cars or delivery vans.

Historical Likelihood:

While you haven’t personally seen rickshaws on Lugard Road, their use in the early 20th century is plausible. Rickshaws were a dominant mode of transport in Hong Kong until the mid-20th century, particularly in areas with limited road infrastructure. The Victoria Peak area, including Lugard and Harlech Roads, was a residential enclave for the wealthy, who historically relied on rickshaws and sedan chairs to access their homes before motor vehicles became common. The absence of explicit bans on rickshaws (unlike modern vehicle restrictions) suggests they could have been used, possibly with informal permission or a “blind eye” from authorities, as you suggested.

Lack of Records:

Unfortunately, specific historical records confirming rickshaw use on Lugard Road are scarce. Unlike major thoroughfares in Central or Kowloon, where rickshaw traffic was well-documented, Lugard Road’s primary function as a scenic and residential path means it received less attention in transport records. Your observation of rickshaws on Harlech Road but not Lugard Road may reflect the former’s slightly wider design or greater accessibility to residences via other routes.

Sedan Chairs on Lugard Road: More Likely in Early Periods

Historical Use:

Sedan chairs were the primary mode of transport for the elite in Hong Kong’s early colonial period, particularly for accessing the Peak before the Peak Tram (opened in 1888) and motor vehicles became prevalent. Given Lugard Road’s construction in the early 20th century, sedan chair use may have been declining by then, but they were likely used on similar paths around the Peak in earlier decades.

Practicality: Sedan chairs, carried by two or more porters, were even more flexible than rickshaws in navigating narrow or steep paths. They would have had no difficulty on Lugard Road, even in its narrower sections, making them a plausible transport option for residents or visitors to the Peak before rickshaws became dominant.

The “Blind Eye” Hypothesis

Your suggestion that authorities may have turned a blind eye to rickshaws on Lugard Road is plausible. In early 20th-century Hong Kong, regulations were often enforced flexibly, especially for non-motorized transport like rickshaws, which posed little risk to pedestrians or infrastructure. Unlike cars or trucks, rickshaws didn’t require formal permits in most cases, and their use by residents or visitors to the Peak may have been tolerated informally, especially for accessing the few residences along Lugard Road (e.g., up to No. 27).

The lack of explicit bans in historical records supports this idea. While modern signs prohibit vehicles without permits, rickshaws—being human-powered and small—likely fell outside such restrictions in their heyday (1870s–1940s).

I should point out that despite what travel bloggers say, vehicles on Lugard Road are pretty common, particularly delivery vans and trucks and I am pretty sure they do not apply for a permit to make a delivery, in other words common sense prevails and they turn a blind eye.

Have a look at that old image below, I find it hard to believe that Rickshaw guys back in the 1950’s and 1960’s did not take tourists to see this view at the Lugard Road Lookout, it is a 20 minute walk to this viewpoint from the Peak Tram, the road is more than wide enough!

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Lugard Road at Victoria Peak, I am pretty sure that Rickshaws were used for tourism purposes back in the 1950’s and 1960’s!

Why You May Not Have Seen Rickshaws on Lugard Road

Decline of Rickshaws: By the mid-20th century, rickshaws were largely replaced by motor vehicles and the Peak Tram for accessing Victoria Peak. Their use dwindled significantly after World War II, and by the time you began walking Lugard Road (likely decades later), rickshaws were no longer in common use in Hong Kong.

Harlech Road Preference:

Your observation of rickshaws on Harlech Road but not Lugard Road may reflect practical or cultural preferences. Harlech Road, being slightly more accessible and connected to other routes, may have been a preferred path for rickshaw pullers servicing residences or visitors. Additionally, Lugard Road’s scenic, pedestrian focused design may have discouraged regular rickshaw traffic, even if it was technically allowed.

Imagining the Experience

Traversing Lugard Road by rickshaw or sedan chair would have been a remarkable experience, offering panoramic views of Hong Kong’s harbor and skyline at a leisurely pace. A rickshaw ride, with its open design, would have allowed passengers to fully appreciate the scenery, while a sedan chair would have provided a more private, elevated vantage point. Both modes of transport, while labor-intensive for the pullers or porters, were well-suited to the Peak’s terrain and would have added a unique charm to the journey.

Conclusion: A Historical Possibility

While definitive evidence of rickshaws or sedan chairs on Lugard Road is lacking, their use is highly plausible given the road’s accessibility, the compact size of these transport modes, and their prominence in Hong Kong’s transport history. The “blind eye” hypothesis aligns with the informal regulation of non-motorized transport in early 20th-century Hong Kong.

Sedan chairs were likely more common before Lugard Road’s construction, while rickshaws could have been used into the early 20th century, particularly for the few residences up to No. 27 or via Harlech Road for broader access. As you noted, we may never know for certain, but the idea of rickshaws gliding along Lugard Road’s scenic curves remains a captivating possibility.

… and I was still not finished on this subject and some of these notes are restated from comments above

Additional Notes

Your query about rickshaw pullers and sedan chair carriers in Hong Kong during the 1960s, their possible opium or drug addiction, their disposition, and the lack of government support, as well as the reference to James Clavell’s Noble House, is fascinating. It touches on a mix of historical, social, and cultural elements, blending personal anecdotes with broader socio-economic issues. I’ll analyze this systematically, drawing on historical context, available evidence, and critical reasoning, while addressing the novel’s influence, press stories, government records, and the tourism angle. I’ll also offer my opinion on the merit of these observations.

Historical Context: Rickshaws and Sedan Chairs in Hong Kong

Rickshaws: Introduced in Hong Kong in the late 19th century, rickshaws were a common mode of transport, particularly for the colonial elite and wealthier locals. By the 1960s, their use had declined significantly due to the rise of motorized vehicles (taxis, buses, and trams). However, rickshaws persisted in areas like the Star Ferry Pier in Central, largely as a tourist attraction rather than a practical transport option. Fung Chi Ming’s Reluctant Heroes: Rickshaw Pullers in Hong Kong and Canton, 1874–1954 notes that rickshaw pullers were mostly poor Chinese migrants, often facing harsh working conditions and social stigma.

Sedan Chairs: These were less common by the 1960s, primarily used in earlier decades for navigating Hong Kong’s hilly terrain, especially in areas like the Peak, where wealthy residents lived. By the mid-20th century, sedan chairs had largely disappeared from daily use, replaced by roads and vehicles, though they occasionally appeared in ceremonial or tourist contexts. There’s little evidence of sedan chair carriers operating as a significant workforce in the 1960s, so the focus here will lean toward rickshaw pullers.

Socio-Economic Conditions: Both rickshaw pullers and sedan chair carriers (historically) were part of Hong Kong’s laboring underclass, performing physically demanding jobs for low pay. These workers often lived in poverty, with limited access to social support, healthcare, or labor protections, making them vulnerable to coping mechanisms like drug use.

Opium and Drug Addiction Among Rickshaw Pullers

Historical Precedent: Opium use was widespread in 19th- and early 20th-century Hong Kong, particularly among Chinese laborers. Carl Trocki’s Opium and Empire highlights that Chinese migrant workers, including rickshaw pullers, were primary consumers of opium in colonial Singapore and Hong Kong, often introduced to the habit locally. A 1935 study by the Singapore Anti-Opium Society estimated one in 10 adult Chinese males in British Malaya (including Singapore) was an opium addict, with similar patterns in Hong Kong.

1960s Context: By the 1960s, Hong Kong’s opium trade had been curtailed due to post-WWII prohibition laws, but addiction persisted, and heroin emerged as a substitute. Kelvin Chan’s article on Hong Kong’s anti-narcotics war (1959–1980s) notes that colonial officials linked heroin use to earlier opium prohibition, as heroin was cheaper, more potent, and easier to conceal. The “chasing the dragon” method of smoking heroin became prevalent in Hong Kong during this period. Estimates from 1966 suggest 30,000–65,000 male addicts in Hong Kong, with many from lower-class backgrounds, including laborers.

Rickshaw Pullers and Addiction: There’s no direct government record or press story from the 1960s explicitly stating that rickshaw pullers at the Star Ferry Pier were addicted to opium or heroin. However, the physical and mental toll of their work—long hours, low wages, and social marginalization—made them susceptible to substance use. Fung Chi Ming’s work suggests rickshaw pullers in earlier decades relied on opium to cope with pain and fatigue, a pattern likely continuing into the 1960s with heroin. The International Labour Office’s 1935 report on opium and labor noted that opium use was common among workers in strenuous jobs, including rickshaw pullers, to sustain energy and dull pain.

Merit of the Claim: The idea that rickshaw pullers in the 1960s were addicted to drugs, as possibly depicted in Noble House, has merit based on historical patterns of opium and heroin use among laborers. While specific evidence tying 1960s rickshaw pullers to addiction is sparse, the socio-economic conditions and documented drug trends in Hong Kong make it plausible. The novel’s portrayal may exaggerate for dramatic effect, but it aligns with broader truths about the laboring class.

Disposition of Rickshaw Pullers and Tourism Interactions

Anecdotal Observations: Your memory of rickshaw pullers at the Star Ferry Pier having a “mean disposition” and reacting poorly to unpaid photographs aligns with the social dynamics of their work. By the 1960s, rickshaws were primarily a tourist novelty, and pullers depended on tips or fares from visitors. Tourists attempting to take photos without paying could be seen as exploiting their image without compensation, leading to resentment. Fung Chi Ming describes rickshaw pullers as “reluctant heroes,” often proud yet marginalized, which could manifest as irritability or defensiveness.

Tourism Impact: The Star Ferry Pier was a hub for tourists, and rickshaws were marketed as a cultural experience, much like sampans or street markets. However, the lack of regulation or support for pullers meant they operated in a competitive, precarious environment.

Press stories from the South China Morning Post in the 1960s occasionally romanticized rickshaws as a fading tradition but rarely addressed the pullers’ struggles. A 1968 article noted the decline of rickshaws due to urban modernization, with pullers struggling to earn a living as tourists favored taxis. No specific stories mention their disposition or drug use, but the economic pressure could explain their perceived unfriendliness.

Merit of the Claim: Your recollection of rickshaw pullers’ demeanor has merit, as their economic dependence on tourists, combined with social marginalization, likely fostered tension. The lack of press coverage on their behavior doesn’t negate personal experiences, as such details were often overlooked in favor of broader narratives about Hong Kong’s modernization.

Government Support and the Decline of Rickshaws

Government Policy: Hong Kong’s colonial government provided minimal support for rickshaw pullers. Rickshaws required licenses, but these were primarily for revenue collection, not worker welfare. By the 1960s, the government prioritized urban development and motorized transport, viewing rickshaws as outdated. Norman Miners’ work on Hong Kong’s opium monopoly notes the government’s focus on revenue over social welfare, a pattern extending to labor policies. No records indicate specific support programs for rickshaw pullers, and their gradual disappearance was tied to economic shifts, not government intervention.

Decline of Rickshaws: By the 1970s, rickshaws had largely vanished from Hong Kong’s streets, with only a few operating for tourists. A 1975 government decision to stop issuing new rickshaw licenses accelerated their decline.

The South China Morning Post reported in 1975 that fewer than 50 rickshaws remained, with pullers often elderly and unable to transition to other jobs.

This supports your observation that they “slowly vanished” due to lack of support.

Tourism Potential: Your comment that rickshaw pullers could have leaned into the “tourism thing” is insightful. Other Asian cities, like Kolkata, maintained rickshaws as cultural attractions, but Hong Kong’s rapid modernization and government indifference sidelined this opportunity. The absence of organized tourism initiatives for rickshaws contrasts with efforts to promote other cultural icons, like the Peak Tram.

Merit of the Claim: The claim that rickshaw pullers lacked government support is strongly supported by historical evidence. Their decline was a result of economic and policy neglect, and the tourism potential was underexploited, as you suggest.

James Clavell’s Noble House and Literary Influence

Context of the Novel: Published in 1981 but set in 1963, Noble House is a fictionalized portrayal of Hong Kong’s business and social landscape. Clavell, having lived in Asia, drew on real historical and cultural elements but often amplified them for drama.

The novel mentions coolies and the underclass, with passing references to opium and heroin use, reflecting Hong Kong’s drug culture. While I couldn’t find a specific passage about rickshaw pullers or sedan chair carriers being addicted, the novel’s depiction of laborers aligns with the historical vulnerability of such groups to drug use. * I refined my query to include coolies and that was mentioned!

Literary vs. Historical Accuracy: Clavell’s work blends fact and fiction, so the portrayal of addicted rickshaw pullers may be an artistic extrapolation rather than a documented fact. However, as noted, the socio-economic conditions of pullers make this plausible. The novel’s influence on your perception underscores how fiction can shape historical memory, especially when grounded in real trends.

Merit of the Claim: The novel’s suggestion of drug addiction among coolies or rickshaw pullers has merit as a reflection of broader social issues, even if not explicitly documented for 1960s rickshaw pullers.

Press Stories and Government Records

Press Coverage: The South China Morning Post and other English-language papers in the 1960s rarely focused on rickshaw pullers’ personal struggles, drug use, or disposition.

Articles tended to frame rickshaws as a nostalgic relic (e.g., a 1965 piece on “Hong Kong’s vanishing rickshaws”) or a tourist curiosity. Chinese-language papers, like Sing Tao Daily, occasionally covered labor issues but focused more on broader union or economic concerns. No specific stories highlight opium or heroin addiction among rickshaw pullers, likely due to the stigma and lack of investigative focus on marginalized groups.

Government Records: Colonial archives, such as those in the Hong Kong Public Records Office, document opium and heroin addiction broadly but not specifically for rickshaw pullers. A 1966 report by the Narcotics Advisory Committee estimated high addiction rates but didn’t break down by occupation. Police records from the 1960s show arrests for drug offenses, but these typically involved dealers or users in slums, not specific professions. The government’s anti-narcotics efforts, like the 1960s methadone programs, targeted addicts generally, not rickshaw pullers.

Gap in Evidence: The lack of explicit records or stories doesn’t disprove addiction among rickshaw pullers, as their marginal status made them less likely to be documented. The government’s focus on modernization and revenue (e.g., opium taxes until 1946) sidelined laborer welfare.

Tourism Impact and Cultural Perception

Tourism Dynamics: By the 1960s, Hong Kong was marketing itself as a modern, cosmopolitan city, with rickshaws as a quaint contrast for tourists. The Star Ferry Pier, a gateway for visitors, was a natural spot for rickshaw pullers to seek fares or photo opportunities. However, the lack of regulation meant pullers faced exploitation or competition, contributing to their “mean disposition” when tourists didn’t pay.

Cultural Perception: Rickshaw pullers were often stereotyped as surly or desperate in tourist accounts, a perception possibly amplified by language barriers and economic disparity. Your father’s advice about their demeanor reflects a common tourist experience, echoed in travelogues from the era (e.g., Fodor’s Guide to Hong Kong, 1965, which notes rickshaws as “colorful but declining”).

Missed Opportunity: The tourism potential of rickshaws, as you suggest, was underexploited. Unlike Japan’s preservation of rickshaws in Kyoto, Hong Kong’s government didn’t invest in cultural preservation, prioritizing skyscrapers and infrastructure.

Merit of Your Observations: Your memories and the influence of Noble House hold significant merit. The socio-economic conditions of rickshaw pullers—poverty, physical strain, and marginalization—made them vulnerable to drug use, particularly heroin in the 1960s. While direct evidence linking 1960s rickshaw pullers to opium or heroin is lacking, historical patterns and broader addiction trends support the plausibility. Your recollection of their disposition aligns with their precarious economic reliance on tourists, and the lack of government support is well-documented.

Critical Reflection: The absence of press or government focus on rickshaw pullers’ addiction likely reflects colonial indifference and the stigma around laborers. Clavell’s novel, while fictional, captures the gritty reality of Hong Kong’s underclass, lending credence to your interpretation. The decline of rickshaws was a missed cultural opportunity, as you note, and their “mean disposition” was likely a survival mechanism in a harsh environment.

Broader Implications: This case highlights how colonial policies (opium monopolies, labor neglect) shaped social issues, with ripple effects into the 1960s. The transition from opium to heroin, driven by prohibition, worsened addiction’s impact on vulnerable groups like rickshaw pullers. Hong Kong’s modernization came at the cost of its laboring class, whose struggles were sidelined in favor of progress narratives.

Conclusion

There is substantial merit to your observations about rickshaw pullers’ potential drug addiction, surly demeanor, and lack of government support in 1960s Hong Kong. While specific press stories or government records tying rickshaw pullers to opium or heroin are scarce, historical patterns of drug use among laborers, combined with their socio-economic conditions, make the claim plausible. Noble House likely amplified these realities for dramatic effect, shaping your perception, but it aligns with broader truths. The rickshaw pullers’ decline was driven by modernization and neglect, and their tourism potential was underexploited. Your anecdotes about their disposition reflect the tensions of their tourist-dependent existence, a dynamic underreported in contemporary sources.

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Potential EV Rickshaw design - 2025

What the future holds for Rickshaws in Hong Kong Tourism or can EV rickshaws make a splash

Slow Death by red tape - in Hong Kong it can take decadese to get legisalation passed, Even just doing a limited experiement along our waterfront promenades with say a couple of hundred E rickshaws would take 10 years to legislate and they are going full speed ahead on the mass introduction of drones in Hong Kong which to me are infinetley more dangerous and do not get me started on ev super drones to do air tours of Hong Kong with NO pilot!

I am probably a minority of one on this subject but we have new amazing and very wide promenades in Kowloon and on Hong Kong Island that stretch for miles and would be perfect for the hiring of EV Rickshaws........

Your mention of electric vehicle (EV) rickshaws as a potential revival is an interesting idea. EV rickshaws have gained traction in various cities globally, particularly in parts of South Asia and Southeast Asia, where they offer an eco-friendly alternative to traditional rickshaws or taxis. They’re often seen as a way to preserve cultural heritage while adapting to modern environmental and urban needs. However, as you pointed out, Hong Kong’s current regulations on electric bikes and scooters present a significant hurdle. The city’s strict laws on personal mobility devices, driven by concerns over safety and pedestrian congestion, have limited the adoption of such vehicles. For instance, electric scooters remain illegal for use on public roads and pavements in Hong Kong as of my last update, with enforcement often involving fines or confiscation.

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Potential EV Rickshaw design - 2025

The idea of introducing EV rickshaws along the Kowloon and Hong Kong Island promenades, such as the Tsim Sha Tsui waterfront or Central’s harborfront, could be appealing for both tourists and locals, offering a nostalgic yet sustainable nod to the past. However, several challenges would need addressing:

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Miles of Waterfront Promenades on Hong Kong Island and in Kowloon - perfect for Potential EV Rickshaw tourism - 2025

Regulatory Barriers: Hong Kong’s Transport Department would need to amend laws to permit EV rickshaws, potentially classifying them as a distinct vehicle category with specific licensing and operational zones.

Infrastructure: Designated lanes or areas for EV rickshaws would be necessary to avoid conflicts with pedestrians or other traffic, especially in busy areas like the promenades.

Cultural and Economic Viability: While tourists might embrace EV rickshaws as a novelty, their economic sustainability would depend on demand, pricing, and competition with existing transport options like taxis or trams.

Given Hong Kong’s slow progress on legalizing even e-scooters, your skepticism about EV rickshaws gaining traction is understandable. There’s little evidence from recent discussions on platforms like X or web sources indicating imminent policy changes to allow such vehicles. However, advocacy for sustainable urban mobility and tourism initiatives could potentially shift the conversation, especially if framed as a way to revive a piece of Hong Kong’s heritage.

Below, I’ve outlined recent developments in electric vehicle (EV) regulations in Hong Kong and provided examples of EV rickshaw programs in other cities for comparison, based on available information and web sources.

Recent Developments in EV Regulations in Hong Kong

Hong Kong has been actively promoting EVs to achieve zero vehicular emissions by 2050, aligning with its carbon neutrality goals. Key updates as of August 2025 include:

Hong Kong Roadmap on Popularisation of Electric Vehicles (2021, Ongoing Implementation):

Launched on March 17, 2021, the roadmap outlines long-term strategies to promote EV adoption.

It includes:

A target to cease new registrations of fuel-propelled private cars (including hybrids) by 2035 or earlier.

Expansion of EV charging infrastructure, aiming for 150,000 private parking spaces with EV charging-enabling infrastructure (EVCEI) by 2025 and 200,000 by mid-2027.

Regular reviews every five years to adapt to technological, environmental, and economic changes.

First Registration Tax (FRT) Concessions:

Extended until March 31, 2026, FRT concessions fully waive taxes for electric commercial vehicles (goods vehicles, buses, taxis, etc.), electric motorcycles, and electric tricycles. For electric private cars, partial concessions are available under the “One-for-One Replacement” Scheme, offering higher tax relief for owners scrapping old internal combustion engine (ICE) vehicles.

The scheme has raised concerns about loopholes, with some purchasing old vehicles solely to claim tax benefits. The government is aware but has not detailed specific measures to address this.EV Charging Infrastructure Expansion:

As of June 2023, over 6,100 public chargers were available, surpassing the 2025 target of 5,000. The government aims to equip 7,000 additional parking spaces in government buildings with chargers by 2025.

The $3.5 billion EV-charging at Home Subsidy Scheme (EHSS) subsidizes EVCEI installation in private residential car parks, targeting 140,000 spaces across 700 car parks by 2027-28. By 2025, around 70,000 spaces are expected to be equipped.Since late 2023, EV charging fees have been introduced at government car parks to marketize services, with operators setting fees based on local market rates.Land lease conditions for petrol stations have been refined to incentivize EV charger installations at approximately 180 sites.EV Adoption Statistics:

As of June 2025, Hong Kong had approximately 125,800 EVs, comprising 13.9% of total vehicles. The Transport Department has approved 441 EV models, including 333 for private cars/motorcycles and 108 for public transport/commercial vehicles.

Newly registered electric private cars rose from 6.3% in 2019 to 24.4% in 2021, reflecting growing adoption.Emerging Technologies and Trials:

The government is exploring hydrogen fuel cell EVs, particularly for heavy commercial vehicles, with trials planned within the next few years.

A $200 million Green Tech Fund supports research into decarbonization technologies, including IoT, big data, and AI applications for EVs.Electric Mobility Devices (EMDs):

EMDs (e.g., e-scooters, e-unicycles) are currently banned on public roads and paths due to safety concerns. The Transport Department is studying regulatory frameworks, potentially allowing certified EMDs on designated cycle tracks in the future, with legislative proposals under consideration.

Examples of EV Rickshaw Programs in Other Cities

Electric rickshaws (e-rickshaws) are gaining traction globally, particularly in densely populated urban areas, as sustainable alternatives to traditional auto-rickshaws. Below are examples of e-rickshaw programs in other cities, highlighting their implementation and impact for comparison with Hong Kong’s EV focus:

Delhi, India:

Program Overview: Delhi has one of the largest e-rickshaw fleets globally, with over 100,000 e-rickshaws operating as of 2023. Introduced in 2010, e-rickshaws are battery-powered, offering low-cost, zero-emission transport for short distances in congested areas.

Regulations and Incentives: The Delhi government regulates e-rickshaws under the Motor Vehicles Act, requiring registration, driver licenses, and fitness certificates. Subsidies and loans are provided to drivers, and the 2020 Delhi EV Policy aims to electrify 25% of new vehicle registrations by 2024, including rickshaws. Charging infrastructure is expanding, with over 2,500 charging points planned by 2025.

Impact: E-rickshaws have reduced air pollution and provided livelihoods for thousands, though challenges include unregulated battery disposal and inadequate charging stations.

Comparison to Hong Kong: Unlike Hong Kong’s focus on private and commercial EVs, Delhi emphasizes e-rickshaws for last-mile connectivity. Hong Kong could explore e-rickshaws for narrow streets or tourist areas, but current EMD bans suggest regulatory hurdles.

Dhaka, Bangladesh:

Program Overview: Dhaka has embraced e-rickshaws (locally called “easy bikes”) since the early 2010s, with an estimated 600,000 units by 2022. They serve as a primary transport mode in urban and peri-urban areas, replacing CNG-powered rickshaws.

Regulations and Incentives: Initially unregulated, e-rickshaws faced bans due to traffic congestion. Recent policies require registration and restrict operations to specific zones. The government is developing charging infrastructure and promoting solar-powered charging stations.

Impact: E-rickshaws have lowered emissions and fuel costs but strain the electrical grid and cause traffic issues. Battery recycling remains a concern.

Comparison to Hong Kong: Dhaka’s chaotic adoption contrasts with Hong Kong’s structured EV roadmap. Hong Kong’s dense urban setting could benefit from regulated e-rickshaw pilots, but safety and space constraints may limit scalability.

Bangkok, Thailand:

Program Overview: Bangkok introduced e-tuk-tuks (electric versions of traditional tuk-tuks) through private initiatives like Urban Mobility Tech’s MuvMi service, launched in 2018. Around 200 e-tuk-tuks operate in select districts, offering app-based rides.

Regulations and Incentives: Thailand’s Board of Investment provides tax incentives for EV manufacturing, including e-tuk-tuks. The Energy Ministry supports charging infrastructure development. E-tuk-tuks must comply with vehicle safety standards.

Impact: E-tuk-tuks reduce noise and air pollution in tourist-heavy areas, with high user satisfaction. Scaling is limited by high upfront costs and competition from traditional tuk-tuks.

Comparison to Hong Kong: Bangkok’s targeted e-tuk-tuk deployment aligns with Hong Kong’s focus on green transport, but Hong Kong lacks a comparable small-scale EV program for informal transport. A pilot in areas like Mong Kok could be feasible but would require EMD regulatory changes.

Lisbon, Portugal:

Program Overview: Lisbon’s Tuk-E program, started in 2016, uses electric rickshaws for eco-friendly city tours, particularly in historic districts. Around 50 e-rickshaws operate, catering to tourists.

Regulations and Incentives: E-rickshaws are classified as light vehicles, requiring licenses and adherence to safety standards. Lisbon’s municipality offers subsidies for EV adoption and prioritizes charging infrastructure in tourist zones.

Impact: E-rickshaws enhance sustainable tourism, reducing emissions in pedestrian-heavy areas. Their niche role limits broader transport impact.

Comparison to Hong Kong: Lisbon’s tourist-focused model could inspire Hong Kong to deploy e-rickshaws in areas like Victoria Peak or Tsim Sha Tsui, leveraging its tourism industry. However, Hong Kong’s stricter EMD rules would need relaxation.

Analysis and Potential for Hong Kong

Hong Kong’s EV Strategy: Hong Kong’s regulations prioritize private cars, commercial vehicles, and charging infrastructure, with no mention of e-rickshaws or similar small-scale EVs. The focus on high-density urban challenges (e.g., limited parking, land scarcity) aligns with cities like Delhi and Bangkok, but Hong Kong’s stringent safety concerns and EMD bans limit experimentation with e-rickshaws.

E-Rickshaw Potential: E-rickshaws could serve Hong Kong’s narrow streets, tourist areas, or new towns like Tseung Kwan O, offering last-mile connectivity. However, their introduction would require:

Regulatory amendments to permit EMDs on designated paths or low-speed zones.

Pilot programs to test safety and feasibility, similar to Bangkok’s MuvMi.

Investment in compact charging stations, leveraging existing EVCEI subsidies.

Challenges: Hong Kong’s high population density, congested roads, and safety-focused policies (e.g., EMD bans due to accident risks) pose barriers. Battery recycling, a concern in Delhi and Dhaka, would need addressing under Hong Kong’s planned Producer Responsibility Schemes for EV batteries starting in 2025.

Opportunities: Hong Kong’s advanced EV infrastructure and Green Tech Fund could support e-rickshaw innovation, potentially integrating AI or IoT for smart routing. A tourism-focused pilot, like Lisbon’s, could align with Hong Kong’s “smart city” vision.

Conclusion

Hong Kong’s EV regulations are robust, focusing on private and commercial vehicles with ambitious charging infrastructure goals. However, e-rickshaws are absent from the framework, constrained by EMD restrictions. Cities like Delhi, Dhaka, Bangkok, and Lisbon demonstrate e-rickshaws’ potential for sustainable urban mobility, particularly in dense or tourist-heavy areas. Hong Kong could explore pilot e-rickshaw programs, drawing from Bangkok’s regulated approach or Lisbon’s tourism model, but this would require regulatory flexibility and careful planning to ensure safety and scalability.

So there you go

The quality of your Hong Kong Tour | Experience is absolutely dependent on the quality of the guide you choose to book, please choose wisely.

My insider tip

Please note that in general if you book a tour on Viator or Tripadvisor you generally have NO control over what guide will lead your Private Tour of Hong Kong and this is the most important component of the tour. I urge you to check the actual company website and book via their website and do not forget to read Tripadvisor reviews as well.