Once, Bihar had thriving industries, but over time, they were slowly poisoned to death. One such industry was Trishul Autocrafts Limited which gave India a 500 CC car in the 80s. This is a glimpse into a lost chapter of Bihar's entrepreneurial spirit.

When you think of popular professions in Bihar, two stark images often come to mind: IAS/IPS/PCS officers on one side and laborers on the other. These are two extremes, with virtually nothing in between. For those trying to escape poverty, there’s only one clear path—sarkari naukri. And why not? It’s fair, prestigious, and provides escape velocity to escape poverty and exploitation.

If you have lived in Bihar, you would know two things work- Bahubal or Laal Batti. We had the latter in our home since my dad tried his best to escape the poverty and ended up clearing State PCS in the mid 1990s. If I am able to think of building an auto-tech platform or write this piece of article, it is because of the environment I got just because one person escaped poverty and encouraged me to dare and take risk. I took the startup risk instead of wasting my Jawani in Sarkari naukri ki tayyari. Elitism stopped appealing to me after reading Buddha and Rumi and I went on finding better meaning in life. I loved cars, wanted to be a car designer, studied design, won some international design awards, however ended up getting inclination towards startups. That's how CarWyapar is getting build while I write this article. The intent is to build AI-first Auto-tech platform straight outta Bihar. Nontheless, let's get back to topic.

On the other hand, there’s the workforce of unskilled, semi-skilled, and skilled laborers. The harsh reality is that over 66% of families in Bihar earn less than ₹10,000 per month, and a shocking 33% of these families survive on less than ₹6,000 monthly. Officially, Bihar’s GDP per capita income is said to be around ₹66,000 per year, but the ground reality is even more alarming—it’s closer to ₹26,000–₹30,000 annually.

This puts Bihar nearly 20 years behind the rest of India, and this gap isn’t a coincidence. It is the result of the systematic dismantling of industries in the state, all in the name of socialism. What started as an effort to create equality eventually turned into covert feudalism, nepotism, and sarkaari tanashahi in later stages, suffocating entrepreneurial spirit and industrial growth.

Bihar wasn't this always.

What went wrong with Bihar

Bihar's industrial story is one of systematic destruction. Over the years, industries that could have been the backbone of the state’s economy were dismantled or left to die. Those who had the skills, resources, or vision to revive them were either ignored or forced to move out in search of better opportunities. This led to a mass exodus of talent and potential.

Ironically, Bihar is home to countless successful industrialists—but none of them operate from Bihar. From business magnates to corporate leaders, many of India’s top entrepreneurs trace their roots to this state, yet their ventures flourish elsewhere. This brain drain wasn’t by chance; it was the outcome of policies that stifled local enterprise.

The separation of Jharkhand in 2000 dealt the final blow, stripping Bihar of its coal reserves, mineral-rich lands, and most of its industries. What remained was a state pushed into becoming a labor supplier, sending unskilled and semi-skilled workers to other parts of India.

Whenever Biharis express frustration about this unjust transformation, they are met with dismissive platitudes from politicians: "We are hardworking Biharis," or "We produce the best IAS officers in the country." This narrative of pride masks the grim reality that Bihar has been reduced to a state that survives on remittances and the glory of its past rather than the potential of its present.

Bihar’s Credit-Deposit (CD) ratio stands at approximately 53%, which remains significantly below states like Delhi (107%), Maharashtra, Andhra Pradesh, and Kerala, which range from 90% to 150%. For every ₹100 deposited in Bihar’s banks, only ₹53 is used to provide loans or financial support within the state. In contrast, states like Kerala or Maharashtra not only retain their deposits but also attract additional capital for local growth. This financial drain mirrors the ongoing brain drain, as Bihar’s talent continues to leave for better opportunities elsewhere.

The situation worsens when we consider resource drain. Post-independence, Bihar was rich in minerals, agricultural potential, and human resources. However, the separation of Jharkhand in 2000 stripped the state of its mineral wealth, and ineffective policies prevented Bihar from building industries around its agricultural strength. Combined with a low CD ratio, this has ensured that neither industries nor entrepreneurs can thrive, deepening Bihar's dependency on remittances and government programs.

Industries in Bihar in the 1980s

In the 1980s the state was home to several sugar factories and industries that primarily catered to the agricultural economy. However, amidst these traditional sectors, a significant shift was on the horizon. This was a time when entrepreneurs in India, including Bihar, were beginning to experiment with new ventures. One notable venture from Bihar during this period was Trishul Autocraft Ltd., which was registered in the 1980s with a capital of ₹1 crore—an impressive sum for that time.

This era marked the beginning of experimentation in the automotive sector, as Indians started exploring new designs and ideas, driven by the possibilities of a more open economy. One example of this entrepreneurial spirit was Sipani—a company based in the South that had begun producing low-cost vehicles for the Indian market. Similarly, in Bihar, Trishul Autocraft was working on vehicles that could potentially offer a more affordable and locally manufactured alternative to the Trekker.

This was a time when even states like Bihar were looking beyond their traditional agricultural strengths, experimenting with products that could tap into the growing demand for cost-effective and homegrown solutions. Unfortunately, despite such promising ventures, Bihar’s automotive industry, like many other sectors, would soon be stifled by neglect and lack of support.

Trishul's diesel Tourer could be a commercial vehicle and and alternative to Trekker for cities but a mixture of factor made it die. The factors do include less demands.

Trishul Autocraft Diesel Tourer: A Glimpse into Bihar’s Forgotten Automotive Dream

In the 1980s, Bihar was home to an ambitious automotive project: Trishul Autocraft's Diesel Tourer. It was a unique creation, designed with a single-cylinder diesel engine made by Lombardini, which was later marketed in India by Greaves-Lombardini. Lombardini engines were primarily known for their application in diesel generators, making the choice of this engine a curious yet practical one for a small vehicle like the Trishul Diesel Tourer.

The car had a jeep-like body, rugged yet simple, but car-like characteristics. It wouldn't be bad to say that it was probably the first Hatch-SUV crossover.

It wasn’t as bulky as the traditional jeeps of that time, nor as refined as a passenger car, but it aimed to blend the utility of a jeep with the comfort and driving experience of a car. Its design, while not sleek by today’s standards, reflected the need for practicality in rural and semi-urban areas, making it an ideal alternative for tough terrains, like the rugged Indian countryside.

The engine, with its modest output of around 10-12 bhp, wasn’t much by modern standards however in the 1980s, these were typical power figures for small commuter vehicles. Trishul Autocraft’s venture came out in 1983, ahead of the Maruti 800’s debut, making it a notable early effort in India’s evolving automotive landscape. While Maruti would go on to become a disruptor, introducing affordable, mass-market cars to India, the Trishul Diesel Tourer, if properly upgraded and modified, could have evolved into a mini Trekker.

In the 1980s, a small yet ambitious company, Trishul Autocraft Ltd., emerged from a humble corner of Bihar—Phulwari Sharif, Patna. The parent company, Phooltas Transmotives Pvt. Ltd., registered in this area, was driven by a bold vision: to make a significant mark not just in the automotive industry, but also in Bihar's industrial growth.

Industrialization failed, Caste Politics won. Capable brains migrated, Wealth got drained and that's made Bihar the most backward state in India.

Trishul Diesel Tourer came to an abrupt halt around 1991. The reasons for its cessation remain unclear, but like many other ambitious projects in Bihar during this period, Trishul faced challenges that the state’s industrial infrastructure could not overcome. Bureaucratic hurdles, lack of investment, and the absence of supportive policies stifled the growth of such promising ventures.

But Phooltas Transmotives, the parent company of Trishul Autocraft, was not ready to abandon its industrial dreams entirely. The company pivoted towards the manufacturing of heavy machinery, specifically Drum Mix Plants, Hot Mix Plants, Asphalt Plants, and Batch Plants, which are used in road construction and infrastructure projects.

Interestingly, while Phooltas Transmotives started in Patna, Bihar, and was rooted in the local industrial scene, it now operates from Unitech Business Zone, Sector 50, Gurgaon (122001), Haryana—a far cry from its humble beginnings in Patna. The irony lies in the fact that the company, which once had the potential to contribute to Bihar’s industrial growth, now thrives in one of the country’s major business hubs, far removed from its roots.

This shift to Gurgaon symbolizes a larger issue Bihar faces: the outflow of industrial and entrepreneurial energy to other states, especially those with more supportive infrastructure and policies. Despite the early signs of industrial promise, Bihar has struggled to retain and nurture its homegrown enterprises, forcing many companies like Phooltas Transmotives to relocate to more business-friendly environments.

Trishul Diesel Tourer's diehard lover

This 1983 model, often referred to as a rare cross between a car and a jeep, has become a local legend in Thiruvananthapuram, thanks to the dedication of a local mechanic, V Sukumaran. His passion for the vehicle has kept it running smoothly for decades, surprising even those who originally worked with the now-defunct Trishul Autocrafts Ltd.

Sukumaran, a seasoned mechanic, stumbled upon this car-turned-jeep in Alappuzha. After his friend, also a mechanic, struggled to keep it running, Sukumaran took on the challenge, pouring years of effort into restoring and modifying it.

What makes Sukumaran’s story even more fascinating is his deep-rooted belief in the potential of Trishul. The vehicle now boasts a mileage of 28 km per liter—remarkable for a car of its time—and has even made appearances in Malayalam films, though Sukumaran now refuses to lend it to filmmakers due to their lack of care for the vehicle.

Despite its humble beginnings, Sukumaran once had aspirations of taking Trishul to Pune in 1991 to get approval from the Automotive Research Association of India (ARAI). Unfortunately, a tragic accident derailed his plans, but his passion for automobile engineering never died. Sukumaran is still confident that with financial support, he could develop new car models, emphasizing that experience, rather than formal education, is the key to innovation in the industry.

Industries in Bihar: Possiblities and Opporunities

The possibility of establishing a thriving automotive industry in Bihar might seem like a distant dream, but it’s not entirely out of reach. Whether this dream turns into reality largely depends on the political agenda for 2025, as the decisions made in the upcoming elections will play a significant role in shaping the future of industrial growth in the state. Politicians may rant about Bihar’s landlocked status, but this perception overlooks the vast potential that lies within the region. Bihar, alongside neighboring West Bengal, has the opportunity to dive into the automotive sector and emerge as a key player in the growing mobility landscape.

Historically, West Bengal has been home to Hindustan Motors (HM) and the Ambassador plant in Uttarpara, which was strategically located near a port, facilitating the movement of automotive parts and finished vehicles. This proximity to ports gave the region a significant advantage in the automotive supply chain. While Bihar does not have a coast, the Bengal-Bihar region can still be strategically integrated into the industry by leveraging modern infrastructure such as highways and rail networks that link the state to major industrial hubs and ports. With the right investment in logistics, connectivity, and a favorable industrial policy, Bihar could overcome its geographical limitations and make a mark in the automotive sector.

In recent years, Bihar has seen significant development in the education sector, with the establishment of institutions like Nalanda University—a global beacon for sustainable studies and research. This provides a fertile ground for transforming Bihar into a hub for sustainable automotive innovation. The world of transportation and mobility is undergoing a massive shift toward sustainability. The global automotive industry is increasingly focused on electric vehicles (EVs), AI-driven transportation solutions, and human-centered design. Bihar, with its young population and growing academic infrastructure, can position itself as a research and development center for these next-gen technologies.

Bihar might struggle to build a full-fledged car manufacturing plant in the near future, but with the right focus and collaboration, especially with West Bengal, creating an automotive ecosystem hub could be well within reach. The success of automotive hubs like Pune, Pantnagar, and Gujarat proves that states with strategic advantages—such as connectivity, infrastructure, and favorable policies—can thrive in this sector. The question isn't whether Bihar can succeed, but rather how it can leverage its own unique strengths to become an integral part of India's automotive future that is getting electric.

The ongoing rant about Bihar being a landlocked state and therefore unsuitable for automotive manufacturing should be put to rest. Maruti Suzuki operates out of Manesar in Haryana, a landlocked state, yet it’s one of India’s largest car manufacturers. Similarly, Hero MotoCorp thrives in Gurugram, another landlocked region, proving that being landlocked is not an obstacle to success in the automotive industry. Even Mahindra has a plant in Haldwani, Uttarakhand, which is both landlocked and hilly, yet it continues to grow.

Now, let’s look at Bihar. While it may not have direct access to the coast, it’s not alone in facing this geographic challenge. West Bengal’s strategic access to the Bay of Bengal gives Bihar a unique opportunity to collaborate. With West Bengal's port facilities like the Kolkata Port and Haldia, Bihar can leverage this proximity to create a thriving automotive ecosystem. The Bay of Bengal serves as a crucial trade route that can support Bihar’s growing automotive sector, particularly in areas like electric vehicles, components manufacturing, and sustainable transportation solutions.

Bihar has all the potential to resume from where Trishul paused!

Image Credits: Team BHP