Bangladesh, particularly its capital Dhaka, is often described as a city of rickshaws. In the bustling cities of the country, rickshaws dominate the streets as a symbol of everyday mobility. They are cheap, accessible, and environmentally friendly, making them the lifeline of urban transport. For millions of people, rickshaws offer a quick ride through narrow lanes and busy markets. Yet, behind this convenience lies a story of endless struggle, chaotic traffic, and the silent suffering of those who pedal through the city's noise.
Rickshaws are deeply connected with the social and economic fabric of Bangladesh. They provide jobs to millions, especially those with little formal education. For many families, rickshaw pulling is the only means of survival. At the same time, commuters depend on rickshaws because they are cheaper than taxis and more flexible than buses.
The streets of Dhaka and other major cities are often congested, not because of private cars alone, but also due to the overwhelming number of rickshaws. They move slowly compared to motor vehicles, blocking lanes and reducing overall traffic speed. During peak hours, journeys that should take fifteen minutes often stretch into hours. As a result, people lose valuable time daily, affecting productivity, business activities, and the overall quality of urban life.
Rickshaws serve as the backbone of urban transportation, especially in cities like Dhaka, Chattogram, and Khulna. Where buses cannot enter and cars cannot maneuver, rickshaws glide through crowded neighborhoods with ease. They connect homes, schools, markets, and offices for countless citizens every day. However, this ease of mobility also brings severe traffic congestion, frequent road blockages, and accidents, transforming a simple means of travel into a persistent urban challenge.
According to Dhaka South City Corporation, approximately 52,000 registered rickshaws operate within its jurisdiction, while Dhaka North City Corporation lists around 28,000 licensed rickshaws. This brings the total officially registered number to about 80,000.
However, urban transport analysts estimate that between 500,000 and 1,000,000 rickshaws are actually operating across the two city corporations. It is believed that nearly 80 to 90 percent of these rickshaws are informal, unregistered, or operating under duplicate license plates. Transport expert Professor Shamsul Haque has stated that no one truly knows the actual number of rickshaws in Dhaka. He has criticized responsible agencies for failing to take ownership of the issue and for consistently ignoring the impact of excessive rickshaw numbers on traffic flow.
In Dhaka, a rickshaw is more than just a mode of transport; it is a livelihood. Drivers, mechanics, garage operators, and owners are all part of a vast informal economy dependent on this system. Kuddus Ali, a former garment worker who turned to rickshaw pulling after losing his job, shared that the work allows him to survive. He earns around Tk 800 to 1,000 daily, pays Tk 200 to the owner, and keeps the rest. When asked about licenses, he shrugged and said that it was the owner's responsibility, adding that his concern was simply earning enough to survive.
The lives of rickshaw pullers reflect the darker side of this transport system. Most come from rural areas, pushed into the city by poverty and unemployment. They spend long hours pedaling under the scorching sun or in heavy rain, earning barely enough to feed their families. Despite their crucial contribution to the city's transport network, they remain largely unrecognized, uninsured, and unprotected. Their labor keeps the city moving, yet they continue to live in slums, trapped in cycles of hardship.
Rickshaws also contribute significantly to traffic chaos. With hundreds of thousands moving through Dhaka's streets each day, congestion becomes unavoidable. The lack of proper registration makes enforcement difficult, while narrow roads, poor traffic discipline, and the absence of designated rickshaw lanes worsen the situation. What begins as a convenient journey often turns into frustration for passengers and other road users alike.
Environmentalists, however, view rickshaws from a different perspective. Unlike buses and private cars, rickshaws do not emit harmful gases, making them an eco-friendly transport option. In cities suffering from severe air pollution, rickshaws offer a green alternative. Yet, the sustainability of this system depends on better planning and regulation. Without effective traffic management, rickshaws cannot significantly reduce pollution or ensure smooth urban mobility.
Ultimately, rickshaws symbolize both opportunity and oppression. They provide affordable transport for the poor and employment for thousands, yet they also represent urban disorder and deep inequality. The future of rickshaws in cities like Dhaka depends on thoughtful policy reform-one that values human dignity while ensuring urban order. The city of rickshaws must decide whether it will continue in endless suffering or evolve into a model of balanced and inclusive transport.
The writer is an LLB Student, Department of Law, World University of Bangladesh
