Banning battery-run rickshaws doesn’t work. What can?

Zannatul Ferdous, a resident of Shantinagar, was relieved on 19 November last year to learn that the High Court had issued a rule imposing restrictions on the movement of battery-run rickshaws in Dhaka. 

Coincidentally on the same day, a female student died after being hit by a battery-run rickshaw on the Jahangirnagar University campus, sparking countrywide discussion on the safety of these vehicles. 

"I thought, finally, the days of these battery-run rickshaws were over," Ferdous remarked. Her grudge was personal: she had once been hit by a reckless battery-run rickshaw at the Kakrail intersection, needing six stitches in total. 

However, her optimism was short-lived. The Appellate Division stayed the High Court order in less than a week's time in the aftermath of violent protests by the rickshaw drivers, allowing these rickshaws to continue plying Dhaka's roads.

Over a month has passed since the stay order, and the streets remain the same. Battery-run rickshaws have proliferated, defying earlier assurances that they would be restricted to specific areas and kept off the main roads. 

"Just a few days ago, a battery-run rickshaw on Bailey Road nearly crushed my daughter's foot," Ferdous shared. "Since the court overturned the ban, the drivers have become more reckless and bolder. They even ride on flyovers at times. It feels as if they believe nothing can stop them."

This legal back-and-forth and what followed next with the rickshaw drivers becoming even more reckless is not without precedent. 

Similar efforts to ban battery-run rickshaws were made in May last year as well by the Awami League government, citing their contribution to Dhaka's congested roads and safety concerns. However, fierce protests by drivers reliant on these vehicles for their livelihoods compelled the government to rescind the ban. Then-prime minister Sheikh Hasina justified the reversal, arguing that such measures would disproportionately harm low-income individuals.

Thus, a recurring pattern seems evident: a decision is made to ban battery-run rickshaws, followed by violent protests from the drivers, ultimately compelling authorities to reverse the ban. 

But amid all these chaos, the safety concerns and legal uncertainties surrounding these vehicles remain unresolved. According to data from the Accident Research Institute (ARI) of the Bangladesh University of Engineering and Technology (BUET), 900 accidents involving battery-powered three-wheelers occurred across the country from January to October of 2023. Of these, 582 were fatal.

Unfortunately, the complete ban of battery-run rickshaws, no matter how ideal it may appear on paper, is unlikely to ever become a reality. The focus should instead be on improving the design and regulation of battery-run rickshaws.

Saidur Rahman, executive director of the Road Safety Foundation, noted, "Bargaining with the rickshaw drivers will not lead to a sustainable solution. It's inevitable that they will oppose any attempt to restrict their movement. Whenever such decisions are made, they will continue to stage violent protests."

On the other hand, despite safety concerns, the majority of ordinary people will likely continue to prefer these vehicles due to their relatively lower fares and higher speeds.

"Banning these transports will not be effective. Instead, it will disrupt people's mobility and worsen their hardships. Female passengers, in particular, rely heavily on auto-rickshaws due to the lack of adequate public transport. Banning these rickshaws would cause significant difficulties for these women," said Dr Selim Reza, associate professor of Sociology at the Department of Political Science and Sociology, North South University.

So, it is rather crucial to understand what is wrong with the existing battery-run rickshaws and work on them. 

Dr Md Hadiuzzaman, former director of ARI, explained that the most dangerous auto-rickshaws are those with motors attached to the body of a foot-drawn rickshaw. 

"A motor is typically mounted on the rear wheel of a normal rickshaw, with the battery under the passenger seat, and a switch connected to the handle. When the motor is activated and the vehicle is driven aggressively, there's a high risk of losing control, leading to accidents," he said.

Hadiuzzaman also highlighted the primary weakness of these battery-driven rickshaws — the braking system. 

"The 'U' brake commonly used on bicycles and rickshaws has low effectiveness, especially in wet conditions. It relies on two brake pads pressing the rim of the wheel, which doesn't provide enough control, particularly on wet surfaces," he said.

"This is why, despite its low cost, the same brake is often used on battery-run rickshaws, whose structure and wheels are too weak for high-speed movement."

To address this, he proposes introducing battery-powered rickshaws with scientifically designed hydraulic braking systems. Apart from that, battery-run rickshaws should be equipped with speed limiters and power-cut mechanisms to ensure controlled speed and enhance safety. 

The speed limiter restricts the vehicle's maximum speed by regulating engine output, while the power-cut system actively reduces motor power when the speed limit is exceeded, preventing over-acceleration and ensuring safe operation. 

Electrical and Electronic Engineering Professor Md Ziaur Rahman Khan of the same institute added that pedal-powered rickshaws retrofitted with motors are irreparable and should be phased out gradually. He recommended adopting safer, redesigned battery-powered vehicles. 

"It's possible to operate battery-powered easy bikes with some design changes. However, those operated with motors installed in foot-drawn rickshaws must eventually be phased out," he opined.

Saidur Rahman further stressed that there are no proper policies in place to regulate these vehicles, which has become a pressing issue. "For now, the government should introduce new policies and create laws based on them. Only then can law enforcement try to control illegal vehicles while regulating authorised ones," he said.

Dr Hadiuzzaman echoed this, suggesting that battery-run rickshaws should be allowed to ply only on branch roads under a regulated policy. "However, different types of vehicles also use branch roads, so the number of battery-powered rickshaws allowed on each route must be determined," he added.

Notably, earlier in November last year, the Passenger Welfare Association also urged in a press conference for the swift implementation of the 2021 Policy for the Proper Management and Control of Three-Wheelers and Similar Motor Vehicles, which could generate Tk5,000 crore annually and reduce traffic issues. 

But in the long run, Rahman emphasised the importance of creating alternative employment opportunities for people migrating from rural areas to urban centres, reducing their dependency on driving battery-run rickshaws. 

He also advocated for curbing the production of auto-rickshaws by restricting the import of batteries and motors from China and Taiwan, which would, in turn, reduce production within the country.

According to him, the ultimate solution would be to improve the country's public transportation system. 

"In the long run, we need to address the shortage of quality public transport systems, which is the root of all problems. If proper public transports like metro rails and public buses were in place, there wouldn't be so many private cars to congest the roads, while the dependency of rickshaws among the middle-class would also decrease."

Hadiuzzaman noted that with Dhaka's population nearing 30 million, 60-70% of the city's population must shift to quality public transport to significantly reduce congestion. 

He proposed that the government acquire all public buses under a single entity to ensure better control and phase out unfit vehicles. With an investment of Tk6,000 crore, Dhaka could establish a modern double-decker bus system similar to London's, complete with dedicated lanes and priority at traffic signals.