Battery-operated rickshaws, known locally as "easy bikes," have become a fixture of Bangladesh's transport system over the past decade, offering affordable and flexible mobility for millions.
Their popularity stems from low operational costs, ease of use, and accessibility in areas where traditional public transport options are either scarce or inconvenient.
However, their unregulated growth, particularly in Dhaka, has created significant challenges in terms of traffic congestion, road safety, and environmental risks.
The High Court's recent directive to ban their operation in the Dhaka Metropolitan area within three days has brought the issue to the forefront, igniting protests from drivers and raising concerns about livelihoods.
The situation demands a nuanced and comprehensive solution that addresses the underlying issues while balancing economic and urban management needs.
Currently, there are an estimated one million battery-operated rickshaws in Bangladesh, with tens of thousands operating in Dhaka alone.
These vehicles are powered by inexpensive batteries and have become a preferred mode of transport for short trips in urban and suburban areas.
However, their proliferation in Dhaka—a city already burdened with severe traffic congestion—has added a new layer of complexity to the urban mobility crisis.
Moving at speeds between 10-15 km/h, these rickshaws often slow down overall traffic flow, particularly during peak hours, as they share the same lanes as faster motor vehicles.
This issue is compounded by the lack of formal regulation.
Most battery-operated rickshaws in Dhaka are not registered, and their drivers lack proper training or licences, making them a significant contributor to accidents and road chaos.
Despite these issues, it is important to recognise that battery-operated rickshaws serve a critical role in the transport ecosystem.
They fill gaps left by insufficient public transport, offering an affordable alternative for low-income commuters.
Moreover, these vehicles provide livelihoods for a large segment of the population, particularly in rural and peri-urban areas, where employment opportunities are limited.
A sudden ban, as ordered by the High Court, risks displacing thousands of drivers and owners, creating a socio-economic crisis.
Many drivers who took to the streets in protest emphasised their lack of viable alternatives, highlighting the need for a phased and inclusive approach to resolving the issue.
Some cities in Bangladesh, such as Rajshahi, provide examples of how regulation can mitigate the challenges posed by battery-operated rickshaws.
In these cities, local authorities have implemented systems requiring both the rickshaws and their drivers to be licensed. This has not only formalised their operations but also improved road safety and traffic management.
Licenced drivers are subject to basic training programmes, and the vehicles undergo roadworthiness checks, ensuring they meet minimum safety and operational standards.
The success of these measures demonstrates that regulation, rather than outright bans, can be a more effective strategy for integrating battery-operated rickshaws into the transport system.
Applying such a regulatory framework in Dhaka could significantly alleviate the problems associated with battery-operated rickshaws.
The first step would be to introduce mandatory registration for all such vehicles.
This would allow authorities to monitor their numbers and ensure compliance with safety and environmental standards.
Simultaneously, drivers should be required to obtain licences, which could be contingent on completing basic road safety training.
Such measures would reduce the risks associated with untrained and inexperienced drivers, who are a leading cause of accidents involving these rickshaws.
In addition to regulation, infrastructure improvements are essential.
Dedicated lanes for slow-moving vehicles like battery-operated rickshaws could be established on major roads.
This would prevent them from interfering with faster motor vehicles, reducing congestion and improving overall traffic flow.
Similar systems have been implemented successfully in other Asian cities facing comparable challenges.
However, the feasibility of such an initiative in Dhaka would depend on careful urban planning and resource allocation.
Expanding public transport options is another critical component of the solution.
Battery-operated rickshaws have thrived in Dhaka partly because of the inadequacy of existing public transport systems, such as buses and the emerging metro network.
Improving the coverage, reliability, and affordability of these systems would provide commuters with alternatives, reducing the demand for easy bikes.
Authorities could also explore subsidised transport schemes for low-income residents to make public options more accessible.
The environmental impact of battery-operated rickshaws must also be addressed.
While they are often seen as an environmentally friendly alternative to petrol or diesel-powered vehicles, the reality is more complex.
Most of these rickshaws use low-quality lead-acid batteries, which have short lifespans and are often discarded improperly, leading to soil and water pollution.
Establishing regulations for battery quality and disposal is essential.
Authorities could incentivise the use of higher-quality, longer-lasting batteries and establish recycling programmes to minimise environmental harm.
Economic considerations cannot be overlooked in any proposed solution.
The livelihoods of tens of thousands of people depend on battery-operated rickshaws, and a sudden crackdown would have devastating consequences for these families.
Any regulatory framework should include provisions for financial assistance or alternative employment opportunities for affected drivers.
For example, microfinance loans could be offered to help drivers upgrade to more compliant vehicles or transition to other forms of employment.
Vocational training programmes could also equip them with skills for alternative industries.
A phased approach to implementing these changes would be the most practical and humane way forward.
Immediate enforcement of the High Court's directive risks creating chaos and exacerbating socio-economic inequalities.
Instead, authorities could establish a clear timeline for the introduction of regulations, giving drivers and owners sufficient time to adapt.
Public awareness campaigns could accompany this process, educating stakeholders about the new rules and the benefits of compliance.
The challenges posed by battery-operated rickshaws in Dhaka reflect broader issues of urban planning, governance, and socio-economic inequality.
Addressing them requires a coordinated effort involving multiple stakeholders, including government agencies, local authorities, urban planners, and civil society.
While the High Court's directive highlights the urgency of the situation, a balanced and inclusive approach is essential for achieving sustainable solutions.
Rather than viewing battery-operated rickshaws solely as a problem, they should be integrated into a broader vision for urban mobility, where diverse transport options coexist to meet the needs of a growing and dynamic city.
By learning from the regulatory successes in cities like Rajshahi and tailoring solutions to Dhaka's unique context, it is possible to create a transport system that is both efficient and equitable.
