Battery-powered rickshaws have quietly but decisively reshaped Dhaka’s transport landscape. What began as an informal response to congestion and labour fatigue has become a dominant mode of short-distance travel, deeply embedded in the city’s economy and daily mobility.
However, the largely unregulated growth of these vehicles is creating mounting risks—from road accidents and traffic disorder to toxic battery waste and long-term public health threats—according to a new study by Innovision Consulting.
The findings were presented at a multi-stakeholder dissemination event in Dhaka on January 18, attended by transport planners, law enforcement officials, academics, civil society representatives, manufacturers, garage owners, and rickshaw pullers.
Titled "Urban Mobility Study: Rickshaws in Transition", the research shows a transport system evolving faster than policy responses. Dhaka’s already strained mobility network is undergoing a structural shift as battery rickshaws steadily replace pedal rickshaws—not through government planning, but through market forces such as labour economics, passenger demand, and garage-level incentives. Researchers describe this as a parallel transport system operating largely outside formal regulation.
The study surveyed 348 drivers, 312 passengers, and 63 garage owners across Dhaka North and South city corporations, using a methodology with a 95% confidence level.
Battery rickshaws: New drivers, higher earnings, and road safety concerns
Innovision Consulting Managing Director Md Rubaiyat Sarwar said battery rickshaws are no longer temporary. “They are now an urban reality,” he said, urging policymakers to move from denial and crackdowns to phased regulation.
Drivers aged 26–35 account for 34% of battery rickshaw operators, compared to 18% among pedal pullers. Nearly 60% of battery rickshaw drivers have less than two years of experience, compared to an average of 15 years among pedal rickshaw drivers, a gap that raises serious road safety concerns.
About 75% of battery rickshaw drivers are new entrants, drawn by low entry barriers and immediate income opportunities amid rural employment shortages.
Income remains the strongest incentive: 57.8% of battery rickshaw drivers reported higher earnings after switching, compared to 31.8% of pedal pullers. Nearly 40% of battery rickshaw drivers complete 31–50 trips per day, compared to 12.6% of pedal rickshaw drivers.
Ownership is limited: only 21% of battery rickshaw drivers own their vehicles, while nearly 80% rely on rentals. Self-owned vehicles generate an average daily income of Tk970, while rented ones yield Tk418 due to high rental costs averaging Tk414 per day. Among owners, 51% rely on microfinance or NGO loans, raising concerns about debt stress.
Passenger demand and safety trade-offs
Battery rickshaws are primarily used for short trips, with 17.3% of journeys for commuting to work and 13.8% connecting passengers to public transport.
Speed is the decisive factor for 74% of passengers, while 93% prioritized speed over safety when forced to choose—even though 82% acknowledged safety risks. Usage is highest among passengers earning Tk20,000–30,000 per month, with nearly 79% aged 18–44.
Passenger data show higher accident frequency and severity for battery rickshaws, with over 21% describing accidents as “very serious,” compared to 8.5% for pedal rickshaws.
Drivers reported fewer accidents, partly due to fear of regulatory crackdowns. While 62% of respondents blamed battery rickshaws for congestion, experts cautioned that illegal parking, road encroachment, and weak traffic management often play a larger role.
Voices from experts and stakeholders
Fahim Mashroor of Voice for Reform said battery rickshaws are filling a jobs vacuum caused by inadequate rural employment, but warned formalisation must avoid “syndicate-driven” licensing systems seen in other transport sectors.
DTCA Traffic Enforcement Officer Md Selim Khan highlighted the operational vacuum, citing the absence of designated parking and route discipline.
He added that while domestic air travel averages Tk15 per kilometre, short rickshaw trips in Dhaka cost Tk20–30 per kilometre.
Buet's Prof Mosleh Uddin Hasan said pedal rickshaw pulling causes extreme physical strain and long-term health damage, noting that safer, regulated technology could reduce this burden if standards are enforced.
Garage owner Abdur Rahman said many garages have converted to battery rickshaws to survive competition, but rising numbers and costs have squeezed margins, making legal charging access and policy clarity critical.
Rickshaw puller Mohammad Jahangir said battery rickshaws reduce physical suffering, but increased competition has intensified fare pressure, limiting income gains.
Environmental and policy concerns
Environmental risks were also highlighted. EU program official Taif Hossain warned that unsafe battery recycling could spread lead contamination through air, soil, and the food chain.
Lead-acid batteries last 800–1,000 cycles, while lithium batteries offer 3,000–5,500 cycles but remain costlier.
Cassetex CBO, Tauseef Anwar, proposed separating battery ownership from drivers through a centralized swapping system to ensure controlled disposal and recycling.
Akij Motors General Manager Iftekhar Hossain said high import duties—often above 90%—discourage investment in safer, standardised vehicles, keeping low-quality options dominant.
Speakers agreed that banning battery rickshaws is unrealistic, but regulation is unavoidable. The study recommends phased, data-driven regulation, including safety standards, controlled entry, affordable credit linked to registration, mandatory training, route restrictions, and clear institutional responsibilities.
The study concludes that battery rickshaws are now integral to Dhaka’s transport future. Without swift, evidence-based governance, the city risks trading short-term convenience for long-term costs in road safety, environmental damage, and public health.
The policy question is no longer whether battery rickshaws should exist, but how quickly Dhaka can regulate them responsibly.