The fast rise of 'Banglar Teslas': Integration or eradication?
Even though battery-run rickshaws pose some serious concerns of public safety and environmental hazards, it is now too little too late to completely remove them from the streets. Instead, proper regulation to bring them to discipline could be the way forward
In the busy streets of Dhaka, battery-run rickshaws, known as "Banglar Teslas," have surged, changing urban transport and sparking debates on safety and regulation. For rural migrants and passengers seeking cheaper, faster rides, they are vital. Yet, unchecked growth has caused chaos, reckless driving, and fatal accidents.
According to a study by BUET, since the previous government fell in August, 400,000 more battery rickshaws hit Dhaka's roads, pushing the total over 600,000. In some areas, density reaches 2,000 per square kilometre. Their rise was neither sudden nor unexpected.
A dangerous surge
In many major cities, battery-run rickshaws have become a growing nuisance, often violating traffic laws and entering restricted zones. The core issue is not their presence but their unchecked spread.
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A BUET study found battery-run rickshaws to be the most hazardous of 18 vehicle types in Dhaka. From January to October 2023, 900 accidents were reported nationwide, with 582 fatalities.
Professor Dr Md Shamsul Hoque, former director of BUET's Accident Research Institute (ARI), has been vocal in his criticism. "Battery-run rickshaws cannot be controlled.. Even when 80,000 of them were given licenses, they broke the rules. It's not scientifically possible to regulate them across the city," he stated.
"We must move to electric vehicles, but not like this. There should be standards, enforced strictly. Battery rickshaws should only operate on branch roads, not main arteries."
"What we see is chaos. In Narayanganj, when officials tried to remove unlicensed vehicles, the drivers fought back violently. It's impossible to regulate them all," he added.
Beyond traffic issues, the unregulated spread of battery rickshaws poses environmental risks, with dead batteries often dumped in open spaces and canals, harming soil and water. Similar protests occurred in Mirpur and Gulshan.
Dr Hadiuzzaman, professor of Civil Engineering at BUET, pointed to the structural gap in the transport policy landscape. "They are not in our national transport policy. They are not registered, nor do they require driving licenses. This puts them outside any traffic enforcement radar, even though they dominate the streets," he said.
Despite the challenges, he stressed the need for a pragmatic approach. "We are already too late. This sector has become massive. Ignoring it won't solve anything. We must acknowledge its presence and work to formalise it."
He argued for integration rather than eradication: "You cannot wish them away. They are fulfilling a transport gap left by formal systems. What we need is integration, not eradication. Identify which areas can allow them, set safety standards, license drivers, and regulate their numbers."
Dr Hoque also offered a broader solution from a traffic efficiency standpoint: "Replacing 50 battery rickshaws with one bus removes 49 drivers from the equation. That's a major traffic efficiency gain."
Downsides
According to Dr Hoque, battery rickshaws cannot be controlled, as "they don't follow rules, and registering them all is scientifically impossible."
A key safety hazard of battery-run rickshaws is poor braking. BUET's ARI noted many are technically unsound and lack effective brakes, raising collision risks in congested areas and endangering passengers and pedestrians.
According to Md Delwar Hossain Mian, Additional IGP of Highway Police, untrained and unlicensed drivers are a major issue, operating without formal training or regulation. Dr Hadiuzzaman noted they fall outside the national transport policy, contributing to accidents and disorder. Many also drive recklessly, often exceeding safe speed limits, putting all road users at risk.
"What we see is chaos," he stated, referencing the rampant disregard for traffic regulations among battery rickshaw operators. Their unpredictable driving patterns have led to frequent clashes with both law enforcers and transport workers, further straining urban mobility systems.
Battery-run rickshaws pose environmental risks due to improper battery disposal, contaminating soil and water. Dr Hoque and Dr Hadiuzzaman warn that the sector's unregulated growth threatens both road safety and ecological sustainability.
The unchecked growth has outpaced the establishment of essential waste management protocols, making this issue harder to reverse.
Why are battery-run rickshaws thriving?
Introduced in the late 2000s as a greener alternative to two-stroke CNG vehicles, battery rickshaws quickly gained popularity due to low costs, comfort, and ease of use. Unlike pedal rickshaws, they require less effort and travel longer distances, appealing to drivers and commuters in busy areas.
Saidul Islam, a driver, said: "It's faster, less tiring, and more profitable." He earns about Tk 35,000 monthly, much more than the Tk 15,000–20,000 typical for pedal rickshaw pullers.
Johorul Islam, a former fisherman, said he now earns Tk 35,000–40,000 driving a rented battery rickshaw in the city, compared to Tk 20,000–25,000 in his village. "It's easy money," he said.
Passengers favour battery rickshaws as they cost Tk 10–20 less per trip and complete rides three times faster than pedal rickshaws.
"They cost less, tire us less than pedal rickshaws, and passengers prefer them," said Raju from Mohammadpur. "What else can a man do without a job and a family to feed?"
Battery-run rickshaws, affordable and fast, fill a crucial gap left by formal public transport. Dr Hadiuzzaman said, "They are fulfilling a transport gap left by formal systems."
"Using three-wheelers as a sustainable solution for public transport is a big mistake. Our roads are limited. The more small vehicles, the worse it becomes for public transport like buses."
Though unregistered and unlicensed, battery-run rickshaws are firmly part of urban transport. Their rise stems from economic need, demand, and few alternatives, thriving amid a lack of inclusive transport policy.
A rural lifeline
Despite the chaos in Dhaka, experts acknowledge that battery-run rickshaws are not inherently evil. Running on electricity instead of fossil fuels, they are considered an eco-friendly alternative to traditional transport options, especially in rural areas where sustainable solutions are limited.
In areas where public transportation is either unreliable or entirely absent, battery-run rickshaws fill a vital gap. They have become a dependable means of commuting to hospitals, schools, and local markets—services that are essential for daily rural life.
For many residents, they are not just a mode of transport but a link to healthcare, education, and economic opportunity.
Their affordability makes them even more accessible. Both passengers and drivers benefit from the low operating costs. In towns and villages, people often need to travel long distances with limited funds or transport goods that are difficult to carry using traditional pedal rickshaws.
Battery-run rickshaws have made such mobility not only possible but efficient. Unlike pedal rickshaws, these vehicles cover greater distances with less effort, making them ideal for transporting passengers and goods across rural stretches.
Pedal rickshaws losing ground
For many pedal-rickshaw drivers, the rise of battery-powered rickshaws feels like a betrayal, leaving them struggling in an increasingly unequal and competitive transport sector.
"We work all day under the sun, pedalling like machines. But passengers now want speed. They don't care if it's illegal," said Rubel, a pedal rickshaw puller near Shahbagh. "It's hard to survive."
The competition is uneven. Pedal rickshaws are safer and emission-free but slower and tiring, while battery-run ones are faster, cheaper, and easier to use. This shift has sidelined many traditional pullers amid unregulated growth driven by demand, not policy.
"Millions depend on these rickshaws for their livelihood, especially in rural areas without formal transport. The government should regulate and support them, not ban them," he said.
He further emphasised that many manufacturers are small-scale entrepreneurs who would be willing to transition if given the chance.
"Most of the manufacturers like us are small-scale entrepreneurs. If the government provides us with clear guidelines and support, we can transition to safer and more sustainable electric vehicles," he added, stressing the need for structured support instead of blanket restrictions.
In places like Gulshan-Banani, where authorities have attempted to restrict unlicensed autos, violence has erupted. "When authorities restricted autos, their drivers attacked us," recounts Masum Billah, another pedal rickshaw puller.
"We need specific standards for local roads. A blanket ban just isn't feasible. It should be carried out gradually."
An urban nightmare
In Dhaka, battery-run rickshaws have worsened traffic and created logistical and environmental challenges amid limited road space.
"Using three-wheelers as a sustainable solution for public transport is a big mistake. Our roads are limited. The more small vehicles, the worse it becomes for public transport like buses," warned Dr Hoque.
These rickshaws, operated by mostly untrained drivers, lack essential safety features like speed control and proper braking systems. Their reckless manoeuvring on already congested roads poses a serious threat to both public safety and traffic efficiency.
Pedestrian safety is another major concern. The inconsistent speed of these vehicles disrupts traffic flow and confuses road users. "The speed difference between pedal and battery rickshaws confuses pedestrians while crossing roads. This mismatch in expectations causes accidents," said transport expert Dr. Hadiuzzaman. "Their speed must be limited to under 20 km/h."
Beyond traffic and safety issues, battery-run rickshaws are creating a mounting environmental crisis.
Environmental concerns vs benefits
Battery-run rickshaws are increasingly seen as a cleaner and more efficient alternative to traditional fossil fuel-based transport. They produce zero tailpipe emissions, generate minimal noise, and are a low-energy option for short-distance travel, making them especially valuable in areas with limited access to public transportation.
However, the sustainability of battery-run rickshaws isn't without challenges. Most currently rely on lead-acid batteries, which are toxic and often disposed of improperly. Charging practices also raise concerns, with many relying on illegal grid connections that contribute to electricity theft and strain local infrastructure.
Even so, experts remain optimistic. "If we can introduce lithium-ion batteries and ensure proper recycling, this mode can become truly green," said Dr Hadiuzzaman.
With the right technological upgrades and regulatory oversight, battery-run rickshaws could evolve into a genuinely sustainable solution for Bangladesh's growing mobility needs.
The failed ban: A cycle of protests and reversals
Attempts to ban battery rickshaws have failed repeatedly. In May 2023, the government tried to reduce their numbers over congestion and safety concerns, but protests forced a reversal. Then-PM Sheikh Hasina said a ban would harm low-income earners. Each time restrictions are imposed, protests erupt, roads block, clashes occur, and the government backs down.
"Bargaining with the rickshaw drivers will not lead to a sustainable solution. They will continue to protest every time a restriction is attempted," said Saidur Rahman, executive director of the Road Safety Foundation.
Dr Hoque described the situation bluntly: "There is a pattern. Decisions are made. Then comes violence. And then, silence."
This recurring pattern of confrontation and reversal has rendered existing laws virtually toothless. According to him, "We cannot control them with the current structure. Scientific traffic planning simply does not support their existence on main roads."
"We need short-, medium-, and long-term plans—ban imports, improve designs, and create jobs in rural areas to reduce driver dependence."
Without a structured and enforceable policy framework, the state remains locked in a cycle of reaction rather than regulation—unable to either integrate or remove these vehicles in a sustainable way.
Regulate, don't ban: A roadmap for regulation
Battery-run rickshaws are cheap and convenient, but chaotic. In Dhaka, the challenge is not banning them, but regulating them wisely. Without action, the city will face growing danger and congestion.
Transportation expert Dr Hadiuzzaman puts it bluntly: "We must move to electric vehicles, but not like this. There should be standards, enforced strictly. Battery rickshaws should only operate on branch roads, not main arteries."
Some areas tried regulation: Narayanganj faced violence over seizing unregistered rickshaws, while Bashundhara and Gulshan controlled numbers in small zones. Experts call for regulation with speed limits (under 20 km/h), hydraulic brakes, driver licensing, restricted zones, banning highway use, and limiting local numbers.
"Yes, they're now part of the urban fabric," said Dr Hadiuzzaman. "But we must prioritise public transport. Even standardised rickshaws must be kept off main roads."
To make that happen, Dr. Hadiuzzaman has proposed a five-point roadmap.
First, registration and route permits must be implemented so each vehicle has a legal identity and a designated route. Second, a driver training and licensing system should introduce basic traffic safety education.
Third, legal charging infrastructure is needed to reduce the reliance on illegal grid connections and power theft. Fourth, a mandatory recycling mechanism must be introduced to properly dispose of toxic lead-acid batteries.
Finally, design standardisation should ensure only safe, approved models are allowed on the roads.
Some of this is already in motion. The government is developing standardised electric rickshaw prototypes with improved safety features.
"Existing autorickshaws are risky," said Professor Dr Md Abdus Salam Akanda, who is working on the new model. "A safer design, coupled with training for rural mechanics, could offer a scalable solution."
Dhaka North and South City Corporations plan to train drivers, phase out old rickshaws, and limit ownership to one per NID to curb oversupply.
"We won't allow battery rickshaws on main roads," said DNCC Administrator Mohammad Azaz in a recent press interview. "Driver training, speed limits, and area-based quotas will guide our regulation."
"We need short-, medium-, and long-term plans—ban imports, improve designs, and create jobs in rural areas to reduce driver dependence," said Saidur Rahman, executive director of the Road Safety Foundation.
He emphasised that simply negotiating with rickshaw drivers won't work: "They will protest every restriction unless there's a sustainable alternative."
Even law enforcement echoes the same concerns. Md Delwar Hossain Mian, Additional IGP of Highway Police, stated: "We need specific standards for local roads. A blanket ban just isn't feasible. It should be carried out gradually."
It's also about efficiency. "If we replace 50 battery rickshaws with one bus, that's 49 fewer drivers to manage," explained Professor Hoque. "The fewer individual drivers we have to regulate, the smoother the roads."
The way forward is regulation, not removal. With reforms, safety standards, and fair policies, battery-run rickshaws can become a sustainable, inclusive part of Bangladesh's transport future.
