Rickshaws in Bangladesh
More recently, battery-powered rickshaws have surged in popularity, but face scrutiny over safety concerns for both riders and environmental impact.
[1] Salim Rashid, professor of economics at the University of Illinois, says that Dhaka was the third city in Bangladesh to have cycle rickshaws after Mymensingh and Narayanganj.
[a][3] According to historian Mominul Haque, a clerk from the jute company Reilly Brothers brought a rickshaw to Narayanganj from Kolkata in 1940.
[4] During the 1960s, several municipalities, including Chuadanga, Bogra, Gulshan (Dhaka), and Habiganj, established regulations for operation and ownership of rickshaws.
This situation changed when Bajaj Auto, which serves over 90 per cent of the Bangladeshi market, partnered with Runner Automobiles to start commercial manufacturing of CNG and LPG-run three-wheelers within Bangladesh for the first time.
These vehicles collectively consume 1,000 units of electricity daily, with charging their harmful lead-acid batteries predominantly occurring through illegal residential power connections.
According to Md Hadiuzzaman, a communications expert and former director of the Accident Research Institute at Bangladesh University of Engineering and Technology, nearly 30 varieties of battery-powered vehicles are in operation throughout the country, each known by different names.
[15] A domestic industry has emerged, valued at roughly US$2 billion,[16] supplying approximately 70 per cent of the components for these vehicles, including chassis, body, wheels and batteries.
The first is the official plate issued by the Dhaka City Corporation (DCC) in 1986, which requires annual renewal and was costly, leading many owners to rent them out.
Although not technically allowed within Dhaka proper, drivers from nearby rural areas could use these to justify their presence in the city if questioned.
[24][25] The situation is further complicated by some local political leaders collaborating with police to permit battery-powered rickshaws on the roads.
Around 1978, an organisation emerged to exploit this situation, offering rickshaw owners protection from police interference for a monthly fee.
[2]: 91–95 This practice of issuing unofficial plates emerged after 2001, when some local leaders, in collusion with city corporation officials, began providing duplicate licences for substantial fees.
The following year, the Bangladesh Rickshaw-Van Shromik League started issuing number plates without municipal oversight, further complicating the regulatory landscape.
The economic impact of rickshaws is substantial, contributing about six per cent to Bangladesh's annual gross domestic product,[27] or about US$4.8 billion.
[27] Rickshaws are predominantly assembled in local workshops (garages) scattered throughout towns, utilising a largely manual process overseen by mechanics.
[29] While electric rickshaws, known as "easy bikes," used to be primarily imported from China, about half are now manufactured locally in almost all districts by mechanics who often replicate existing designs.
[33] Alongside this, illegal lead recycling industries have emerged to meet the growing demand for batteries in e-rickshaws, employing workers in hazardous conditions.
A 2020 UNEP report estimated that 1.5 million e-rickshaws in Bangladesh generated 90,000 tonnes, or about 77 per cent of used lead-acid batteries annually.
In most locations, rickshaw pullers rarely own their vehicles, with puller-ownership rates being highest in rural regions and notably lower in major cities such as Dhaka and Chittagong.
Furthermore, these workers generally lack awareness of their rights and are not organised into trade unions, leaving them with little collective bargaining power to improve their working conditions.
[37] On 6 December 2023, UNESCO announced the addition of Dhaka's rickshaws and their associated artwork to the Representative List of the Intangible Cultural Heritage of Humanity.
Sylhet-area rickshaws often feature religious sayings, whilst those in Khulna commonly depict train driving or aircraft in flight.
The vehicles' shortcomings include poor suspension and braking systems, unsuitable gearing, unwieldy steering, fragile wheels, and an elevated centre of gravity.
However, such initiatives largely failed to gain widespread adoption, primarily due to increased costs and only marginal improvements in performance.
[2]: 325–353 These design flaws inherent in cycle rickshaws are exacerbated when the vehicles are retrofitted with electric conversion kits.
Reports have also indicated that rickshaw drivers fail to adhere to designated lanes and traffic regulations, further exacerbating the problem.
