The role of Rickshaw Garage in Development achievement:

Rickshaw one of the principal means of transport in the urban areas of Bangladesh. With the improvement of road communication throughout the country, rickshaw has now found its way into rural areas as well. As a mode of transport rickshaw was first introduced in Japan in the early twentieth century. It is a popular guess that the total number of rickshaws in the city is at least two and a half times that of the registered ones and accordingly, the city had at least 280,000 rickshaws in 2000. Estimates based on the figures that each rickshaw is operated by two pullers in morning and evening shifts and the average number of family members of a rickshaw puller is five, suggest that the rickshaws of Dhaka city alone is a source of income for nearly three million people. Underdevelopment country like Bangladesh doesnt have enough transportation facility. This rickshaw covering large area of local transpiration service. Fifty percent of the value added in transport sector is being contributed by rickshaws and the mode of transport provides employment and living to people engaged not only as the pullers directly but also as its manufacturers of its mainframe, the body with seat and hoods and its spare parts. A great number of people depends for the living on the decoration of rickshaw body, artwork on it and rickshaw garages.

I n Bangladesh the rickshaw garage indirectly playing their role in development. This informal sector is under the service sector which is not counted in measuring GDP. In Sylhet there are so many rickshaw Garage which are playing vital role in economic development. If this informal sector is included in the counting of GDP the GDP can increase a bit. But the rickshaw In most developing countries the informal sector is vast, heterogeneous in terms of activities and occupations, and expanding rapidly. At times the sector is characterized as innovative, dynamic and a provider of opportunity for those with entrepreneurial spirit. Yet working conditions in the sector are normally oppressive and often unsafe; incomes of unregulated wage earners and the self-employed are usually at or below the poverty line; access to state-provided social protection, training, and social services is severely restricted; exploitation and infringement of workers

rights are common. For the vast majority of dependent and own-account workers the informal sector is not a stepping stone to improvement but a strategy for survival.

3. Challenges:
To develop the abovementioned national and lower-level initiatives into a comprehensive and coherent package of programmes, support and guidance are required. Fortunately therefore, the informal sector has in recent years become a major policy priority for the international trade union movement. While various organizations that make up the international trade union movement might emphasize different components in the overall strategy towards the informal sector, there is a common concern about the intolerable working and living conditions of workers in this sector. The need for trade unions to reach out to these workers and campaign on their behalf is accepted throughout the international trade union movement. Accordingly, different actions have been promoted to achieve this objective, including research, education and development projects.

It is highly likely that were this proposal to be implemented, the rickshaw garage owners would protest vigorously. Rickshaw garage owners are organised into their own industrial organisation and have a reasonably powerful position in society. They also enjoy substantial incomes from the current operating system. There are two methods of overcoming this obstacle that the proposal would use. Firstly, garage owners will be coerced into taking on a new formally employed role as the garage managers, mobilising their local knowledge and networks to help implement the project. Failing this, the second approach will be conflictual: the new management authority will be empowered to pursue garage owners through legal channels for infringements of licences, labour practices and illegal land occupation which they currently practice. The incentive of a formal position in the new system with compensation should be greater than the threat of legal proceedings and a loss of all assets and so most rickshaw garage owners would most likely accept the new realities, rather than resist.