Zone-based e-rickshaw plan raises questions

The government is planning to restrict the movement of battery-powered and electric autorickshaws on Dhaka’s major roads and regulate their operation on internal roads. But questions remain over whether the city’s existing local road infrastructure is ready to accommodate the proposed system.

Under the plan, Dhaka will be divided into eight zones, four under Dhaka North City Corporation (DNCC) and four under Dhaka South City Corporation (DSCC). Autorickshaws in each zone will reportedly have separate colours, while geofencing technology is being considered to prevent vehicles from operating outside their designated zones.

The key challenge, however, is identifying suitable roads for these vehicles.

Simply removing autorickshaws from major roads and shifting them to internal roads could put additional pressure on already congested local streets. In some areas, dedicated lanes or designated corridors may be required, while narrow roads may need time-based restrictions or autorickshaw-priority arrangements.

A comprehensive road survey should therefore be conducted before the zones and routes are finalised. The assessment should consider road width, traffic volume, peak-hour congestion, schools, hospitals, markets, intersections and pedestrian movement.

DSCC Administrator Md Abdus Salam has previously raised concerns over the uncontrolled movement of battery-run rickshaws. At a meeting in April, he described illegal battery-powered rickshaws as a “death trap” for city residents and said the government was working on a policy to regulate the sector.

He also said a limited number of vehicles with specified designs, speed limits and safety features could be allowed to operate.

His remarks suggest that the proposed system is intended not only to regulate routes but also to bring vehicle design, speed and safety standards under control.

Dhaka’s internal roads, however, face several constraints. On-street parking, roadside loading and unloading, rickshaw queues, encroachment on footpaths and pedestrian movement often reduce the effective width of roads.

Feeder routes connecting metro stations, bus stops, markets and residential neighbourhoods could be developed to provide short-distance transport without allowing autorickshaws to enter major arterial roads.

Areas such as Mirpur, Uttara, Khilkhet, Badda and Vatara under DNCC have extensive internal-road networks, but the conditions vary from one area to another. Similarly, many roads in Old Dhaka, Chawkbazar, Lalbagh, Kamrangirchar, Jatrabari, Shanir Akhra and Demra under DSCC are densely populated and relatively narrow.

The proposed system will also require clearly designated passenger pick-up and drop-off points and parking or depot facilities. Without such arrangements, autorickshaws could continue to occupy roadsides and create new congestion.

Technology may help identify authorised vehicles through zone-specific colours, registration numbers and QR codes. However, geofencing alone cannot prevent illegal parking or random passenger pick-up and drop-off. Regular enforcement by traffic police, city corporation officials and other relevant agencies will be essential.

The real test for DNCC and DSCC will therefore not be merely creating separate lanes. It will be ensuring that alternative routes, passenger stops and parking facilities are properly planned and that the designated corridors remain free from illegal parking and encroachment.

Without adequate infrastructure and enforcement, a zone-based autorickshaw system could simply shift congestion from major roads to internal streets rather than solving the problem.