“In this context, GoaMiles has shown that reform is not only possible but practical. The app-based aggregator has brought to Goa what tourists elsewhere in India take for granted: digital booking, GPS tracking, upfront fares, and cashless payment. Unlike the unregulated system, GoaMiles gives both locals and tourists confidence that they will not be overcharged or stranded. For many Goan drivers who have joined the platform, it has provided steady earnings and greater accountability. In short, GoaMiles has proven that technology can coexist with livelihoods, while protecting the reputation of Goa’s tourism industry.”
The simmering tension between Goa’s taxi operators, cab aggregators, and the state government has once again taken centre stage. Friday evening’s meeting at the Mantralaya in Porvorim, attended by Chief Minister Pramod Sawant, his cabinet colleagues, and taxi association representatives, ended with a promise: a draft state taxi policy will be prepared by September 10. But promises of “policy” have often remained on paper in Goa. The real question is whether the government is willing to break free of decades of ad-hocism and entrenched interests, or whether the state will continue to remain hostage to its taxi unions.
For too long, Goa’s taxi trade has been governed by outdated central laws, informal practices, and the whims of operator associations. Overcharging by taxis has become a near-permanent complaint of tourists, even acknowledged by the government. Tourists often leave Goa with the bitter experience of being charged ₹2,000–₹3,000 for short rides that would cost a fraction in any other part of India. The state’s own assembly data highlights the sheer scale of the trade: 2,573 taxis with All-Goa permits, 13,586 with All-India permits, plus hundreds of yellow-black taxis and blue cabs. With such numbers, one would expect competition to bring down prices. Instead, cartel-like behaviour has kept fares artificially high.
This reputation of Goa’s taxis is not a new concern. For years, the absence of transparent, rationalised fare structures has tarnished the state’s tourism brand. When the Chief Minister speaks of “transparency, security and rate rationalisation,” he is in fact acknowledging a long-standing malaise. Yet, successive governments have shied away from introducing systemic reforms, largely due to the power that taxi unions wield as a vocal, politically sensitive group. Every time a new policy is hinted at, protests erupt, and ministers backtrack.
In this context, GoaMiles has shown that reform is not only possible but practical. The app-based aggregator has brought to Goa what tourists elsewhere in India take for granted: digital booking, GPS tracking, upfront fares, and cashless payment. Unlike the unregulated system, GoaMiles gives both locals and tourists confidence that they will not be overcharged or stranded. For many Goan drivers who have joined the platform, it has provided steady earnings and greater accountability. In short, GoaMiles has proven that technology can coexist with livelihoods, while protecting the reputation of Goa’s tourism industry.
Tourism Minister Rohan Khaunte is right to stress the need for collaborative solutions. Tourists and taxi operators are not enemies. In fact, tourists are the very lifeline of the taxi business. But collaboration cannot mean capitulation. If Goa’s taxi operators expect respect and steady business, they must also accept accountability. Uniform fares, GPS-based meters, and digital receipts are not unreasonable demands—they are the global standard. Michael Lobo’s call for a state policy that covers taxis, rent-a-cab, and rent-a-bike businesses makes sense. But his rejection of cab aggregators outright reflects a protectionist mindset that cannot sustain Goa’s long-term tourism ambitions.
The issue of overcharging has also been conflated with “undercutting,” as Lobo points out. Some operators charge below the informal cartel rate, creating conflicts within the trade. This only underlines the need for official rate-setting by the government, enforceable by law, rather than by associations. Without this, chaos will continue.
Meanwhile, taxi protests have often brought Goa’s tourism belt to a standstill, further damaging the state’s image. Instead of striking and blocking roads, operators must realise that transparency will increase, not reduce, their earnings. Tourists who today avoid local taxis due to fear of being fleeced may be willing to use them more often if pricing is fair and predictable. GoaMiles has demonstrated this in practice—by winning over tourists who had lost faith in the system.
Ultimately, the taxi deadlock is about whether Goa chooses to prioritise its future or cling to its past. The government’s September 10 deadline for a draft taxi policy should be seen as a test of political will. If the state bows once again to pressure from unions and keeps proven aggregators like GoaMiles on the sidelines, it risks sending a message that Goa is closed to modernisation. But if it pushes ahead with a transparent, competitive, and digitalised system—whether through a strengthened GoaMiles or similar platforms—it could reset the relationship between tourists and taxi operators.
Goa is at a crossroads. Its economy depends on tourism, and tourism depends on trust. Overcharging, protests, and opaque practices erode that trust. What is needed now is not another round of consultations or hollow promises, but firm action. Goa’s taxis must either adapt to the new realities of the digital economy—or risk driving the state’s tourism reputation into a ditch.
