Battery-run rickshaws grow, regulation lags

Repeated warnings, enforcement drives and years of debate have done little to curb the spread of battery-powered rickshaws in Dhaka, with the vehicles now operating in large numbers on major roads despite safety concerns over their speed, braking systems and lack of effective regulation.

Once largely confined to narrow neighbourhood lanes, the battery-powered vehicles have increasingly made their way onto major roads, creating fresh concerns over accidents, traffic congestion and road discipline. 

Traffic police say their efforts to control the vehicles are being hampered by the absence of a comprehensive legal and regulatory framework.

According to figures cited by the Bangladesh Road Transport Authority (BRTA) and various transport organisations, more than 60 lakh battery-powered rickshaws are operating across the country, including an estimated 10-12 lakh in Dhaka. 

Road-safety campaigners, however, say the actual number could be considerably higher.

The vehicles are essentially conventional pedal rickshaws fitted with batteries and motors, allowing them to travel much faster than their original design was intended to permit. 

Conventional rickshaw chassis and braking systems were designed for speeds of around 10-15 kilometres per hour, whereas battery-powered versions can reach speeds of 30-50 kmph.

The mismatch between speed and braking capacity has emerged as a major safety concern. 

Drivers are also frequently accused of ignoring traffic signals, travelling on the wrong side of roads and attempting to squeeze through gaps between other vehicles. Such manoeuvres often result in collisions, overturning and loss of control.

Morshed Alam, a private-sector employee living in Bhatara, told Daily Sun that he recently had a frightening experience while travelling in a battery-powered rickshaw with his child from Notun Bazar to Suvastu Shopping Mall.

“It was a holiday and the road was relatively empty. The driver was travelling quite fast. Suddenly, another rickshaw appeared in front of us. Although our driver applied the brakes, the vehicle did not stop. It crashed hard into the other rickshaw,” he said.

Morshed said he and his child were thrown to the side but escaped serious injury.

“Batteries have certainly increased the speed of these rickshaws,  but the braking system should also be upgraded. Otherwise, they are not suitable for operating on big roads,” he said.

Motorcyclists and bus drivers also complain that the vehicles frequently change lanes or overtake without warning, creating risks for other road users.

Ariful Islam, a senior reporter at a private media outlet, said he recently sustained injuries after an auto-rickshaw pushed sideways while he was attempting to overtake it near Bangabazar Market. He fell from his motorcycle and the bike was damaged.

“As auto-rickshaws are outside the legal framework, no one follows any rules. They are dominating the roads like thugs,” he said, adding that the vehicles also contribute to congestion by slowing down buses, motorcycles and private cars.

A driver of a Bihanga bus operating on the Sadarghat-Gazipur route echoed the concern, saying auto-rickshaw drivers frequently drive in front of buses, overtake without signalling and show little regard for road rules.

“Alongside the bus drivers, the government should also bring auto-rickshaws under a proper regulatory framework,” he said.

DMP Additional Commissioner (Traffic) Anisur Rahman acknowledged the difficulty of controlling the vehicles.

“We are facing the greatest difficulty with auto-rickshaws. We cannot control them in any way. As they are not within a proper legal framework, we cannot file cases against them,” he told Daily Sun.

He said the existing law prohibits them from operating on major roads or highways and that traffic police regularly fine them and dump their vehicles for violations. However, the drivers do not face imprisonment.

“Due to the lack of adequate licensing process and regulatory oversight, their number is increasing at an alarming rate, making it difficult to keep them off major roads,” he said.

According to Anisur, the ministry is working on a policy on auto-rickshaws and a decision is expected after consultation with relevant stakeholders.

Md Enzamul Haque, general secretary of the Road Safety Movement (RSM), said the number of battery-powered rickshaws in Dhaka had increased nearly fourfold compared with the period before the 2024 uprising.

“These auto-rickshaws are not suitable for operating on highways. Yet, a huge number of them are operating on Dhaka’s main roads, in breach of the regulation that still applies to them, resulting in frequent accidents,” he said.

He said the vehicles moved from narrow lanes onto main roads during the interim government’s tenure and their numbers had increased dramatically since then.

Kazi Saiful Islam, assistant professor at the Accident Research Institute (ARI) of Bangladesh University of Engineering and Technology (BUET), said battery-powered auto-rickshaws were responsible for 8%-10% of road accidents currently occurring across the country.

“Most of the rickshaws have simply had motors added after removing the pedals. The braking systems have not been upgraded. Their speed has increased several times, but they have virtually no control. They are not suitable at all for operating on major roads and highways,” he said.

He added that even the rickshaw developed according to a BUET-provided design was not yet fully suitable for road operation and required further work.

RSM’s Enzamul said the rapid growth of the vehicles was also driven by their income potential, as driving a battery-powered rickshaw requires less physical effort than a pedal rickshaw and can generate higher earnings in a shorter period.

He said many people from rural areas who previously worked in agriculture were now coming to Dhaka and taking up rickshaw driving as a profession.

The continuing expansion of battery-powered rickshaws, despite years of warnings and enforcement, therefore reflects a problem that is no longer simply about traffic violations but also about the absence of a workable regulatory framework that addresses their design, licensing, operation and enforcement.