Integrating BRT with Rickshaws in Developing Cities: A Case Study on Dhaka City, Bangladesh

Abstract

Rickshaws (also known as cycle-rickshaw, becak, cyclos, samlors, pedicab in different countries) are available as a travel mode in many cities, particularly in Asia. There is evidence that in recent years, many cities (i.e. Jakarta, Surabaya, Karachi, Manila, Bangkok, Delhi, Dhaka) have tried to restrain or prohibit rickshaws either from the entire city or from certain roads or parts of the city and such bans have been highly controversial, opposed by environmentalists, rickshaw-pullers, and rickshaw users. An alternative approach to placing outright restrictions on rickshaws could be to integrate them into the formal public transport system by using them as feeder services. \nThe aim of this research is to understand whether generally rickshaws can serve as a feeder service of bus rapid transit (BRT) systems. Detailed objectives are to identify what type of design for BRT station would require for modal integration and to explore if there is any possibility of fare integration between rickshaws and BRT, and to study the understanding of passengers’ and rickshaw-pullers’ views and policymakers’ opinions about the above mentioned aspects. \nThe case studies for this research were conducted in two study locations in Dhaka city, Bangladesh. A system was designed whereby the rickshaws serve as feeder services to BRT. These designs were discussed with passengers and rickshaw-pullers as well as with transport professionals in Dhaka city. A three-dimensional (3-D) physical model of BRT station in study locations were prepared and presented in the focus group discussions (FGDs) so that a layperson could understand the proposed development and its spatial contexts. \nResults show that rickshaws could provide effective feeder services to BRT if the following points are addressed. The physical design of BRT stations should accommodate spaces for rickshaws for dropping off and picking up passengers, ensure not more than 200 m or 3 minutes of walk for modal interchanges between rickshaws and BRT, with better walking facilities and environment. Rickshaws should be well organised in terms of queuing at BRT stations. A pre-determined fare structure for rickshaws should be implemented. Above all, design of the new system should involve active involvement of the rickshaw-pullers and the public in the planning and decision-making process. Moreover, a 3-D physical model of the proposed BRT station helped effective participation during public consultation. \nThis research provides a potential solution for a common problem of urban transport (arguments between fast and slow transport) that exists in many countries. The design of BRT station and policy measures derived from case study in Dhaka would be transferable in other ‘rickshaw city’, but should be based on assessment of the barriers and facilities of that city.

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