In the past few months, there have been all sorts of issues making headlines in Bangladesh. From arguments over how to reform the country to uncertainty about when the next national election should be held, the political atmosphere has been tense. But in the midst of all this, one issue stands out for how peculiar the whole situation is becoming: the growing presence of battery-powered rickshaws. At the first glance, it might seem like a minor issue compared to other national concerns. The situation is not as simple as saying that eradicating battery rickshaws will solve all the problems. Rules about battery rickshaws seem to shift every few days. Just as quickly as those rules are broken. Sometimes drivers don't know whether they're allowed on certain roads or not. As a result, tensions and confusion persist. Protests have become common. Fights have broken out between traditional pedal rickshaw pullers and battery rickshaw operators - both groups struggling to survive in a system that offers them little clarity or support. It's a problem that's not going away anytime soon. And unless the government takes a consistent, structured approach, the chaos will only deepen.
Following the July Revolution, a number of practical, economic, and even cultural shifts led to the rise in popularity of battery-powered rickshaws in Dhaka. With enforcement relaxed and regulatory gaps widening, these vehicles began to roam the city's roads. For many, it was an easy decision to travel by battery-run rickshaw. Battery rickshaws offered a cheaper, faster, and more comfortable alternative to other forms of local transport such as CNG vehicles or Uber. They could navigate narrow lanes where buses and CNG-run vehicles struggle, and unlike motorcycles or private cars, they didn't require significant ownership costs or prior driving experience.
In the context of Bangladesh, battery rickshaws are considered much more comfortable than overcrowded buses or other modes of public transport. They provide smoother rides, and they can reach narrow streets and remote areas where buses cannot go. This door-to-door service has made them highly preferable to everyday commuters. The ride quality is also noticeably better compared to pedal rickshaws, which tend to be bumpy and physically demanding for the driver. In contrast, battery rickshaws glide forward with minimal efforts, making the experience easier for both the passenger and the driver.
Even for short trips to the market, school, or office, they have become the default option in many neighbourhoods. As a result, passengers began to prefer them almost instinctively. The shift has been especially noticeable in areas where traditional rickshaws once dominated. Now, battery rickshaws line the same streets, often with higher passenger turnover and greater earnings per day.
There is also a growing awareness about the physical demand of pedal-pulled rickshaws. While not often addressed directly in public discourse, many passengers quietly acknowledge the discomfort of being pulled by another human being. In contrast, battery rickshaws use a motorized system, removing the need for such intense manual labour. For some, this alone has been the reason enough to make the switch.
Taken together, these factors help explain why battery rickshaws have gained such a strong foothold. They meet real transport needs that are quick, affordable, and offer a level of convenience that traditional options, including pedal rickshaws, are increasingly unable to match.
Despite their widespread use, battery rickshaws in Dhaka are being operated without any proper technical standards. One of the most urgent issues is the complete lack of speed control. Most of these vehicles use motors that were never meant for rickshaws, often borrowed from other low-cost devices, and they do not have any built-in speed regulation. This not only reduces the battery's lifespan drastically, but also creates serious safety hazards. Many of the batteries are charged and discharged in damaging ways, and no one really knows how they are disposed of, once their cycle ends. Over time, this creates both safety and environmental risks, especially as more of these rickshaws are used continuously throughout the day.
Another problem lies in the way these rickshaws are assembled. Larger motors are often forcibly attached to basic rickshaw frames that were not designed for that kind of load. There's no synchronization between motor power and braking systems. In fact, most battery rickshaws use regular bicycle brakes known as U brake system, even though they carry heavier batteries and more passengers. This mismatch makes it difficult to stop the vehicle smoothly, leading to frequent accidents. Many rickshaws are also overloaded, carrying more people than the frame or braking system can handle.
To bring some order to this, the government should introduce clear and enforceable technical specifications. There should be a fixed standard for motor power, speed limit, brake type, and required safety features like lights, reflectors, and turn signals. Garages that assemble battery rickshaws should be registered and subject to regular inspection. Without these steps, the streets will remain full of dangerously inconsistent vehicles that were never engineered to be safe in the first place.
Even with technical standards and driver licensing in place, Dhaka's roads cannot support an unlimited number of battery rickshaws. At present, there is no cap on how many are allowed to operate, and no restrictions on which roads they can use. This lack of control has led to serious traffic disruptions, particularly when battery rickshaws enter major roads and highways where they are not suited to operate. Their lower speed, frequent stops, and unpredictable maneuvering create friction with faster-moving vehicles and contribute to congestion. Authorities must set a maximum limit on the total number of battery rickshaws allowed to operate in each ward or zone. At the same time, a clear map of road categories should be established where certain roads are designated as off-limits, especially primary roads and high-traffic corridors. Battery rickshaws can still serve their purpose in local lanes and neighbourhood streets, but without a zoning framework, they will continue to spill into areas where they disrupt the overall traffic flow.
Another major gap in the current system lies in the unregulated supply chain that supports battery rickshaw assembly. Motors, batteries, frames, and controllers are being imported and sold freely, often without any form of technical screening or traceability. In many cases, these parts are mismatched, low-quality, or entirely unsuitable for vehicle use, leading to safety risks, shorter product lifespans, and even electrical hazards. There is no central database tracking where these components are coming from,
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whether proper import duties are being paid, or whether the parts meet any national safety or environmental benchmarks. This is where coordination between government agencies becomes critical. The Bangladesh Road Transport Authority (BRTA), which is responsible for vehicle registration and road safety, must define which types of components are legally allowed in registered rickshaws. The Ministry of Commerce should regulate how these parts enter and move through the domestic market ensuring that untested or hazardous components are not sold freely to local garages. The National Board of Revenue (NBR) plays a crucial role in monitoring customs duties and import compliance, helping to filter out the under-the-radar shipments that often feed the informal market. Meanwhile, the Ministry of Industries should take the lead in setting national manufacturing standards and encouraging local production units to comply with them. Without this four-way coordination, the supply chain will remain chaotic and unregulated, allowing substandard accessories to flood the streets.
While supply chain issues affect what goes into these vehicles, the way they are powered creates a different kind of challenge altogether. Battery rickshaws rely entirely on electricity, but there is no formal system in place to monitor when, where, or how they are charged. These informal charging setups are not just inefficient; they place a hidden but growing burden on the national power grid. Local transformers, already under strain in many densely populated areas, face additional stress when dozens of vehicles are charged simultaneously, usually during peak load hours. Voltage fluctuations, unplanned load spikes, and the risk of short circuits have become increasingly common. What makes the situation worse is the complete absence of policy. No guidelines exist for safe charging practices, no metering systems are in place, and no incentives are offered to shift charging to off-peak hours or designated locations. Over time, this unregulated power demand could compromise grid stability, especially if the number of battery rickshaws continues to rise unchecked. It's no longer just a transportation issue; it's becoming a citywide energy management problem. Unless proper charging infrastructure, time-based tariffs, and safety protocols are introduced, the burden on the national grid will only intensify, creating risks for both vehicle operators and the broader urban population.
Despite all the challenges, an outright ban on battery rickshaws is not a viable solution. The government has tried this before, and each time the approach has failed. It sparked protests, disrupted livelihoods, and pushed the issue underground rather than resolving it. The reality is that these vehicles have become deeply embedded in Dhaka's transport system, serving millions of daily trips and providing income to thousands of drivers. Removing them overnight would only create more problems than it solves. What's needed instead is a gradual, strategic phase-out plan, driven by policy rather than policing. This means setting clear deadlines: for example, mandating that by a certain date, all battery rickshaws must include headlights, indicators, proper brakes, and a functioning speed limiter. After that, only vehicles that meet these minimum safety standards would be allowed on the road. The next step could be licensing requirements for drivers, coupled with mandatory training programmes. Over the time, unlicensed drivers and unsafe vehicles would naturally be filtered out of the system. This approach does not require confrontation. It just needs consistent enforcement. By breaking the problem down into manageable phases, the government can bring order to the sector while giving people time to adapt. A problem created over years will not be solved in days. But with the right mix of standards, regulation, and coordination, it is possible to transform the current chaos into a safe, sustainable part of Dhaka's urban mobility landscape.
Col Md Shamim Iftakhar,NUP, PBGMS was commissioned in Bangladesh Army as an engineering corp on 12 June 1997. He completed his BSc in Civil Engineering from MIST & MSc in Transportation Engineering from BUET. He served in UN mission in Liberia & Ivory coast. Presently he is serving in MIST's Civil Engineering Department. shamimliza5545@gmail.com
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