CHAPTER-1

INTRODUCTION

Auto rickshaws are a common means of public transportation in different countries in the
world. Also known as a three-wheeler, tuk-tuk, trishaw, tempo, samosa, rickshaw, autorick,
auto bajaj, tricycle, rick, body taxi, mototaxi or lapa in popular parlance, an auto rickshaw is a
usually three-wheeled cabin cycle for private use and as a vehicle for hire. It is a motorised
version of the traditional cycle rickshaw or pulled rickshaw. Auto rickshaws are a required
form of urban transport in many developing countries, and a form of novelty transport in many
Eastern countries.

Due to Urbanization, the population in the cities is increasing heavily, and hence the cities are
unable to accommodate that growing population, in relation to this public transport system
seems to be insufficient. This growing population always keeps a higher demand for the public
transport system, in which they find auto rickshaw services are more flexible in many ways
such as timings, routes, destinations and very importantly they provide door-to-door service.
Now due to the changing scenario of the industry the auto rickshaws are at cross roads
wondering what the future has in store for them and so the researcher has taken the present
study to understand the various dimensions of the auto rickshaw drivers from the social work
point of view.

In a large country like India, transport is especially important. The means of transport
collectively constitute a large portion of our wealth, give employment directly or indirectly to
lakhs of people and contribute substantially to the national income. Labour in the transport
field has been recognized as a separate factor of production. It is a human factor and therefore
not only economic but also moral and humanistic. And Special consideration should also be
taken into account in the discussion of problems connected with labour. Transportation is the
conveyance of persons or property from one place to another. It has always been an important
activity of man from the most primitive to the present.

Transportation of goods arises from the fact that they are often produced in one place and need
to be moved to another place. People are also required to go from one place to another to meet
personal, social or business commitments. Auto Rickshaw is considered as common means of
transportation in city life. This is a factor not only in joint but also considered as common
means of transportation all over the world. The auto drivers play a significant role in urban life.
Motorized autos and shared autos are the most preferred transportation facilities available in
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the cities. Autos are used to reach the even corner of the city. It is generally observed fact that
all cities small and big are supported with auto transportation facilities. More particularly the
period depends upon autos the cross or ports the small distances. In some cavers, the autos are
used to even cross to some extent large distances. in most of cities auto rickshaw transportation
is used for 24 hours and every day. Considering all these factors it may be stated here that, auto
transportation has become part of city life.

Drivers who drive the auto rickshaw spend most of their lives on the roads. Their working
style, the Harrods related to their work cases serious health problems among auto drivers. The
drivers of auto at high risk of their health. They regularly during all the hours they pars on
through noise pollution, air pollution and so forth. Most of the time they are unaware of all
these factors. Auto Rikshaw drivers work, work at culture, working hours, workload load and
so forth covered for their ill health. These may be considered as occupational hazards. Due to
their workload load they are not conducive to social life. At the same time, most of the time
they are un conductive for their personal family life also.

1.1 MEANING OF THE AUTO RICKSHAWS DRIVERS

A motor vehicle designed specifically to accommodate no more than three passengers—not

including the driver—is referred to as a "auto rickshaw." It only has three wheels. For the three
tourists and the locals, auto rickshaws are another convenient form of road transportation. This
three-wheeler is allowed for rental and is expected to abide by the tax laws and fare structure
standards. Compared to rural areas, auto rickshaws are more common in metropolitan areas.
For the nation's population, auto rickshaw transportation has grown to be a vital mode of
transportation. This transport employs a large number of people both directly and indirectly.

Every year the number of auto rickshaws has been increased for the quick means of transport.
Bhubaneswar and Cuttack city has a vast number of auto rickshaws compared to the other
districts. The price of auto rickshaw has been increasing every year. The auto drivers derive
their income from the calls they receive. The income earned through this means of transports,
enables them to maintain their family. The government also gets large revenue from the auto
rickshaw, through vehicle taxation, fees and fines. Auto Rickshaw ride is generally comfortable
for the passenger to move from place to place. Auto rickshaw is used to carry goods and
luggage also. The auto rickshaw is used by some of passengers at the business hours and during
rainy time. The auto rickshaw drivers come under the unorganized labour force and do not

2
produce any commodity in this sector. The labour in organized sector is protected and the
labourer in an unorganized sector is made to work under pathetic conditions.

1.2 THEORETICAL APPROACHES TO UNORGANIZED SECTOR

A scientific research tries to unearth the theoretical background of the field concerned. This
is understand the research works made on the topic chosen for the study so as to understand
the problems to be explored, methodology to be adopted and the social relevancy to be achieved
through the given research. The literature review is an important step in any research process.
Review of earlier studies discloses the works and studies done by individual researchers and
institutions and help to establish the need for further study. Various studies relating to the
employment, working condition, social security and health insurance of unorganized sector
workers have been conducted by different social scientists at micro as well as macro levels in
India and abroad. While there has been much literature available on the men workers, it is
found in the study that the working conditions and social security of unorganized women
workers in the industrial sector is of recent development. The present chapter is devoted for
those important aspects of research, viz., concepts, theoretical background and reviews of
empirical studies made on the related topics.

1.3 THEORETICAL APPROACHES TO UNORGANIZED SECTOR

The theoretical literature on informal sector is generally presumed to subscribe to any of the
three broad approaches. These approaches are briefly discussed below:

a. Dualistic Labour Market Approach (DLM): The DLM theory aims at introducing a
broader range of factors into economic research, such as institutional aspects, race and gender.
It divides the economy into two parts, called the ‘Primary’ or ‘organized’ and ‘Secondary’ or
‘unorganized sector’. Accordingly, in a dual labour market, a second sector is characterized by
short-term employment relationship, little or no prospect of internal promotion, and the
determination of wages primarily by market forces. The essence of the dualistic view is that
less-developed or developing countries are characterised by two different sectors, a modern
and dynamic sector epitomised by capitalist mode of production; and a marginal or
‘subsistence’ sector dominated by agriculture, characterised by pre-capitalist modes of
production. It theorise that the wage determination process is different in these two sectors.

b. Neo-Liberal Approach: ‘Neo-liberalism’ is a set of economic policies that have become

widespread during the last 25 years or so. Although the word is rarely heard in India, we can
see the effect of neo-liberalism here as the rich grow richer and the poor grow poorer. In this
3
approach legal instruments are the main influence on the emergence and survival of informal
sector. According to De Soto lengthy registration procedures, complex administrative steps and
the costs involved in legalising an enterprise deter entrepreneurs from operating legally and
induce them towards informal activities. Informal sector is viewed as the optional and coherent
response of economic units to government induced distortions such as minimum wages and
excessive taxation policies. In 1991, Rauch, an economist describes in a neoclassical model the
emergence of the informal sector as a voluntary phenomenon of firms to enjoy legal exemption
from a mandated minimum wage policy that distorts resources away from first best allocations.

c. Structural Articulation Approach: This approach counters the neo-liberal school by

emphasising the lack of association between the extent of constraint imposed by the
institutional and legal framework, costs incurred by the entrepreneurs and the size of the
informal sector. In this approach, the basic distinction between formal and informal activities
is supposed to rely on the character of production and distribution processes. The different
modes and forms of production are seen not only to coexist but also to be inextricably
connected and interdependent. The traditional sectors are marginalised and impoverished in
the process of expansion of the modern sectors. There is heterogeneity within the informal
sector with at least two-subsectors: informal activities with direct subsistence goals and
dynamic activities with decreasing labour costs and capital accumulation goals. The former is
a disadvantaged sector with a counter cyclical behaviour and the latter is integrated to the
formal sector showing procyclical behaviour. Further, in 1999, Ranis differentiate among two
urban informal sub-sectors, a V-goods sector, which is dynamic and tied by subcontract to the
urban formal sector, and an informal sponge sub-sector. It indicates that some of the dynamic
growth-oriented segments in the informal economy require considerable knowledge and skills,
for example, information and communication technology (ICT) sector in India.

The dependent structural linkages between the informal and formal sectors are shaped by the
wage and labour strategies of capitalist enterprises, which seek to lower costs by maintaining
a reserve army of surplus labour. Thus the formal and informal dichotomy can be regarded as
a new variation on the dualism theories or dual labour market theory of the past. The dual
labour market theory divides the economy into two parts, called the primary and secondary
sectors. The distinction may also be drawn between formal and informal sector and sectors
with high and low value added. In a dual labour market, a secondary sector is characterized by
short-term employment relationship, little or no prospect of internal promotion, and the
determination of wages primarily of law or unskilled jobs, whether they are blue-collar (e.g.

4
manual labour), white-collar (e.g. filing clerks), or service industry (e.g. waiters). These jobs
are linked by the fact that they are characterized by low skill levels, low earnings, easy entry,
job impermanence, and low returns to education or experience.

The informal market economy consists of labour that is often “pay under the table” and tends
to attract the poor and a disproportionate number of minority group members. In these
variations on dualism, the contrasts are more significant than the specific characteristics of
each segment. For instance, it’s entirely normal to descry the informal sector by summing up
the absence of elements found in the formal sector. In the absence of a more analytical
definition, the landscape of the informal sector becomes synonymous with the kaleidoscope of
unregulated, poorly skilled and low-paid workers. At this post colonial juncture the developing
countries were characterized by dualistic economic structure with the existence of both a
developed urban market economy and a backward agriculture oriented subsistence economy.
Expansion of industries and the resulting economic opportunities in urban areas triggered rural
urban migration and massive urbanisation. However, industrial development failed to generate
adequate employment and income opportunities in the urban sector. In such circumstances the
surplus urban labour force was compelled to generate its own means of employment and
survival in the informal sector.

1.3 SPECIFIC CATEGORIES OF UNORGANIZED LABOUR

The term ‘unorganized sector’ includes Building and Construction workers; Casual labour,
Contract labour; Domestic workers; Debt bondage; Employees in shops and catering
establishment; Home-workers and Home based workers; illegal workers, Hawkers and Street
Vendors etc. Building and Other Construction Workers: ‘Building and other construction
work’ means the construction, alteration, repair, maintenance or demolition, of or, in relation
to, buildings, streets, roads, railways, tramways, airfields, irrigation, drainage, embankment
and navigation works, flood control works (include storm water drainage works), generation,
transmission and distribution of power, water works (including channels for distribution of
water), oil and gas installations, electric lines, wireless, radio, television, telephone, telegraph
and overseas communication, dams, canals, reservoirs, watercourses, tunnels, bridges,
viaducts, towers, cooling towers, transmission towers and such other work as may be specified
in this behalf by the appropriate Government, by notification but does not include any building
or other construction work to which the provisions of the Factories Act, 1948 or the Mines Act,
1952 applies.

5
Autorickshaw Drivers: Auto Rickshaw should be the preferred transportation mode as
compared to personal mode of transport and should be encouraged in urban areas provided
they run on LPG/CNG or 4-stroke petrol engines equipped with catalytic converters. The
benefit of Auto - Rickshaw is given below. Ample availability of Auto - Rickshaw. 2.
Encourages public use this transport as one can easily get to one's destination point if in a hurry.
3. Encourages non-ownership of private vehicles as point-to-point transportation is easily
available for special occasions. Greater use of Auto rickshaw reduces need for parking places
because of its small size. A private car needs a minimum of two parking places-one at home
and one at the parking place in the city and if it does ten trips a day, it reduces the need for nine
parking places at home and the destination.

Casual Labour: A casual labourer can be traditionally defined as a body of person who is
employed to do one particular job. The causal labour comes only in some occasions and does
job for the employer. Earlier, a labourer who works for lesser amount of days in a week was
usually mentioned as a casual labourer. This person cannot have all the rights possessed by the
regular full time labourers.

Domestic Workers: A domestic worker is a person who works within the employer’s
household. Domestic workers perform a variety of household services for an individual or a
family, from providing care for children and elderly dependants to cleaning and household
maintenance, knows as housekeeping. Responsibilities may also include cooking, doing
laundry and ironing, food shopping and other household errands. Thus workers who are
employed in domestic work in other household for remuneration are called domestic workers.
It is believed that domestic service does not require any special skill. Mostly females are
engaged as domestic workers. They have no system of social security and no fixed hours of
work. Since most of the domestic servants are women and children, they run the risk of sexual
harassment and exploitation in some houses.

Home Workers/Home-Based Workers: The term ‘Home Work’ refers to the work carried out
by a person, who is to be referred to as a home worker (a) in his, or her home, or in other
premises of his or her choice, other than the workplace of the employer; (b) for remuneration;
(c) that which results in a product or service as specified by the employer, irrespective of who
provides the equipment, materials or other inputs used, unless this person has the degree of
autonomy and of economic independence worker under national laws, regulations or court
decisions. It also refers to the work in which there is no direct relationship between the home
workers and the person or organisation for which he works and the latter carries no
6
responsibility for him. There is no system to enforce minimum wages because of the informal
contractual relationship between the worker and the employer. Home-based workers include
beedi-rolling, ready-made garments, bamboo work, zari work, carpet weaving, jute work,
chikan work, pickle making etc. The term also defined by the ILO as people working from
their homes or from other premises of their choosing other than the workplace, for payment,
which results of a product or service specified by the employer.

Hawkers and Street Vendors: Hawkers and street vendors are much unorganized. These are an
integral component of urban economies around the world. Distribution of affordable goods and
services, they provide consumers with convenient and accessible retail option and form a vital
part of the social and economic life of a city. Street vending as an occupation has existed for
hundreds of years and is considered a cornerstone of many cities’ historical and cultural
heritage. The academic literature on street vending commonly treats vendors broadly as those
who sell goods or services in public space. This includes the full gamut of goods and services,
traded on a wholesale or retail basis, in street and other kinds of related public spaces –
including sidewalks, alleyways, and medians. Street vendors may fix stalls such as kiosks,
semi-fixed stalls like folding tables; they may operate from crates, collapsible stands, or
wheeled pushcarts that are moved and stored overnight. Other vendors sell from fixed locations
without a stall structure, displaying their merchandise on cloth/plastic sheets; mobile vendors
walk or bicycle through the street as they sell.

Sweepers and Scavengers: The workers under this category are engaged in unhygienic
occupation of handling and carrying of night soil. It involves the removal of human excreta
using brooms and the plates. The excreta are piled into baskets which scavengers carry on their
heads to location sometimes several kilometers from the latrines. The Prohibition of
Employment as Manual Scavengers and their Rehabilitation Act, 2013 defined the term
“Manual Scavengers” as a person engaged or employed, at the commencement of this Act or
at any time thereafter, by an individual or a local authority or an agency or a contractor, for
manually cleaning, carrying, disposing of, or otherwise handling in any manner, human excreta
in an insanitary latrine or in an open drain or pit into which the human excreta from the
insanitary latrines is disposed of, or on a railway track or in such other spaces or premises, as
the Central Government or a State Government may notify, before the excreta fully
decomposes in such manner as may be prescribed, and the expression “Manual Scavenging”
shall be construed accordingly. Thus, manual scavenging is considered one of the lowest,
polluted and most degrading occupations.

7
1.4 STATEMENT OF THE PROBLEM

Auto drivers are in the informal sector. It is also a decentralized one. There are not many
studies on the unorganized sector and particularly the labour in the informal sector like the auto
drivers' work. There have been many studies regarding the labour in the organized industries
like studies in textile workers, spinning mills and so on. Thus this study intends to picture a
new outlook on the problems of labour in the informal sector namely Auto rickshaw Driver
Workers. The labourers in an organized sector are protected and they are placed in a secured
position. The labourers in an unorganized sector have to work under a pathetic condition. They
are minimizing the pressure of unemployment in the sector. But their problems are numerous.
Thus the present study tries to give a Auto rickshaw drivers: A sociological study of covering
the components like income, consumption, savings, debt and investment of the households of
auto rickshaw drivers. Attempts have been made to analyse the contribution of auto rickshaw
drivers to family income and compare the nature and extent of inequalities in the distribution
of per household income of the drivers, to study and compare the pattern of household
consumption and its distribution, to estimate and compare the elasticities of consumption and
its distribution, to estimate or compare the elasticities of expenditure and economies of scale
in the household consumption of drivers, to identify the factors which determine the savings
of the households, to analyse and compare the forms and sources of savings of households, and
to analyse and compare the volume of debt and investment pattern of households of the auto
rickshaw drivers in Bhubaneswar city.

1.5 NEED FOR THE STUDY

Auto-rickshaws are a lifeline for innumerable daily commuters in a busy scheduled city like
Bhubaneswar city. From the demographic perspective, this population falls under the working
age group, but this area of research has not been sufficiently explored. Migrants mainly belong
to the lower economic strata and have low levels of education. As such, they are a vulnerable
group. This study focuses on their socio-economic conditions, living conditions, health status,
vulnerabilities like high-risk sexual behaviours and alcoholism, their aspirations and goals, etc.
From the socio economic perspective, it is important to understand the reason behind the choice
of this occupation, the problems in social adaptability, the chances of falling prey to various
risks and the coping mechanisms used in the destination. It is important also to understand if
there are any differences between the new migrants and the old migrants in terms of socio-
economic status, vulnerabilities and aspirations. From the health perspective, the profession
itself is risky and constitutes various occupational health hazards. So, the health and treatment-
8
seeking behaviours of migrants are also an important subject to look at in the research. Most
of the migrant population works in the unorganized sector, where various political party unions
operate. It is important to study what benefits, if any, the migrant auto-rickshaw drivers get
from these unions. The auto rickshaw plays a very significant role for the local people by
providing self-employment. Nowadays, many educated men enter into the auto driving
profession because the government is not able to employ all. The auto rickshaw is generally
the preferred mode of transport in Bhubaneswar city because the rate of an auto rickshaw is
cheaper and more comfortable than any other means of transport during the day or night. At
night auto rickshaw is very useful for passenger to reach their doorsteps when no other transport
facilities are available.

1.6 SIGNIFICANCES OF THE STUDY

An auto-rickshaw driver is a self-employed person who agrees to carry passengers at an

agreed rate from one place to another. In doing this economic activity, he is sober, nice and is
helpful to somebody. He is a sincere returner of left luggage to the proper person. Though, he
is haughty, uncultured, rough mannered to somebody, more than everything he is humanist in
rendering free service in the case of aged, sick and hospitalization of poor pregnant women.
They exhibit this even by writing on the backside of the auto “free service to pregnant, poor,
aged and sick”. Different people look at him in different angle. He is the person who receives
curses from many and unnecessarily many a time cross questioned by traffic police and
harassed change in case of short of required coins many end in petty quarrels. That is why
many of the commuters at Bhubaneswar city prefer to call him as a quarrelsome. Cardio
Pulmonary Resuscitation is a systematic approach of stimulating the heart beat again to save a
life. Auto-rickshaw drivers have been trained under this programme since they are normally
found more humanistic in transporting accident victims to hospitals. These drivers could play
a vital role in saving lives.

In reality, the auto-rickshaw drivers suffer from lack of information and awareness in obtaining
license to drive. The process of obtaining license has no transparency. He cannot differentiate
between touts and officers, and has no clue about actual licensing fees. He ends up in spending
more on touts fees. When he starts driving on the road, he has no clue to the laws and penalties
or fines for breaking them. He cannot differentiate money paid to the traffic police to avoid
‘challan’ or the fines imposed by the courts. At no stage and by no authority, he is provided
literature or information on his social and legal responsibilities.

9
1.7 LIMITATIONS OF THE STUDY:

The present research work is mainly based on the primary data collected through the simple
respondents. Many Auto rickshaws drivers have given poor responses to source question
because of their lack of knowledge & illiteracy problems. Responses were in source cases
approximate however, research have taken very cases to evaluate the evidence gathered from
the interviews by a continual cross checking to avoid the element at subjectivity in the
responses. But still the element of subjectivity cannot avoid altogether. The sample size has
been limited to drivers only. The primary data have been collected through schedule. Analysis
and interpretation of these data have their own limitations with regard to application, accuracy
and reliability.

10
 CHAPTER-02

REVIEW OF LITERATURE

An attempt is made in this section to review a few studies, which have a close bearing on the
present study. The review of literature is a task calling for deep insight and clear perspective
of the overall field. No experienced researcher can think of undertaking a study without
acquainting himself with the contributions of previous investigators for worthwhile study in
any field of knowledge and especially in research, information about what has already been
done in that particular area is essential.

Shania Hunt (2022) writes the United Nations' Sustainable Development Goals (SDGs) are
regarded as the key policy agenda for national, regional, and local government to combat
climate change impacts and promote sustainable development. For example, in Perth and Peel
metropolitan area, the capital city of Western Australia, there has been a shift of policy setting
from that of a sprawling city to a denser city, while maintaining and promoting its ecosystem
services and achieving sustainable city goals. Residential verge gardens have been widely
adopted in recent years by communities and local governments in the Perth metropolitan area.
This study reviews the motivations and drivers for the uptake of verge gardens in metropolitan
suburbs and identifies potential policy responses.

Ravindra Kumar (2022) Occupational driving has often been associated with a high prevalence
of pain in the neck, shoulder, wrist/hand, back and knee. The present study was undertaken to
find out the prevalence of musculoskeletal disorders and associated risk factors among long-
distance truck drivers from Allahabad, Uttar Pradesh. A cross-sectional study was conducted
with 108 long-distance truck drivers. They were interviewed and examined as per a pre
designed, pre-tested semi-structured interview questionnaire.

Håkan Nilsson (2021) Learning to become a mindful driver involves the acquisition of skills
and striving to reach a level of attention and awareness of the driving activity. This learning
process can be of value to drivers in general, and in particular, to those with ADHD, whose
impaired attention, inter alia, heightens the risk for collisions. Mindfulness practices which,
among other things, cultivate an attentive mind could help them to overcome their cognitive
challenges to become expert drivers. This article compares the practical application of
mindfulness to established theory of learning skills. In this regard, the most valid comparison
to be made is to the expertise paradigm.

11
Alexander Schmidl (2021) A micro-sociological examination of the driving lesson raises the
following question: How is the interaction between learner driver and driving instructor
structured in this technical setting, and what meaning can be ascribed in this threefold
constellation to the vehicle with its various technical elements? This case study examines the
orientation patterns which exist between the learner driver, the driving instructor, and the car,
which together constitute a socio-technical triangle, and what actions the learner driver needs
to learn to enable them to drive the car safely. The theoretical background to the study is
provided by interactionist theories, which have been broadened to include a greater sensitivity
for the body and technology, and a sociological reading of post phenomenology. Using a
method based on this theoretical background and informed by workplace studies, this study
observed and made audiovisual recordings of driving lessons. This approach made it possible
to undertake a detailed analysis of the situations, reveal how the human body interacts with
technology, and how a person’s attention responds to technical information.

Asongu,Simplice A (2020) We investigate persistence and determinants of deaths from

conflicts in a sample of 163 countries for the period 2010–2015. The empirical evidence is
based on the Generalized Method of Moments. First, the findings are contingent on income
levels, religious domination, land lockedness, regional proximity, and legal origins. We find
that the persistence of deaths in internal conflict is more apparent in coastal, French civil law,
and Islam-oriented countries, compared to landlocked, English 40 common law, Christian-
oriented countries, respectively. Second, the following factors are generally responsible for
driving deaths from internal conflicts: homicides, conflict intensity, and conflicts fought.
Furthermore, incarcerations have negative effects on internal conflicts. Justifications for the
established tendencies and policy implications are discussed.

Sina Nordhoff; Tyron Louw (2020) Urban areas that allow street parking exhibit a heightened
crash risk that is often attributed to factors such as reduced road width, decreased visibility,
and interruptions to traffic flow. No previous on-road studies have investigated how the
demands of searching for parking affect driving performance, physiology, and visual attention
allocation. We are interested in these effects on the driver and their possible influence on the
safety of the environment. While simulator studies offer several benefits, the physical, mental
and social pressures incurred by searching for parking in an urban streetscape cannot be
emulated in a simulator. We conducted an on road instrumented vehicle study with 28
participants driving in downtown Toronto, Canada to explore the effect of searching for street

12
parking on drivers. During the experiment, participants drove two routes in a counterbalanced
order: one route with a parking search task, and the other route as a baseline.

Li,Zhongjin (2020) This article addresses the questions of why and how precarity should be
conceptualized in a Marxian framework on labor. We argue that precarity should be put back
to production, which has a twofold meaning: first, we emphasize that the labor process is of
crucial importance for conceptualizing precarity, and precarity in the labor process is
interrelated with precarity in the labor market and labor reproduction. Second, precarity should
be understood through the relationships of production, particularly through capital-labor
conflict. Using one case study on Didi Kuaiche drivers in the city of Nanjing, China, we
examine the nature of precarity in the flexible labor of the digital economy and present a more
nuanced micronarrative of precarious work in the ride-hailing service.

Vidushi Mehrotra (2020) In the aftermath of Cold War, aggrandized civil wars in developing
countries were met with internationally regulated development projects cantered on the
framework of statehood. To this day, the success of these projects remains heavily contested
in scholarly literature. The following paper attempts to engage with this debate by conducting
a comparative research analysis on the respective failure and success of two distinct
international development projects administered in Afghanistan and Indonesia. Based on
secondary research findings, it posits that the potential of development projects to reduce
conflict is contingent upon de facto program functionality subject to duration, participation,
normative coherence, and local context capacity.

Ellis Aizenberg (2020) This article analyses patterns in interest group access to the political
process in the Netherlands from 1970 to 2017. Research has indicated that corporations are
amongst the most frequent participants in contemporary political systems. Yet such research
has had a strong focus on the US, leaving a gap in our knowledge of corporate lobbying within
Europe. This study demonstrates for the first time in a European context that, in contrast to
several decades ago, corporations have managed to increase their access to the political
process. In doing so, the article tests a new approach that identifies large-scale interest group
populations. The method shows itself to be reliable and can therefore be useful for other
scholars. The explanatory model indicates that corporate access increases when the economy
weakens and political opportunities increase.

Vahid Delshad (2020) Job stress can lead to several complications including physical,
psychological, and behavioral consequences. Emergency medical services (EMS) drivers are

13
more likely to be exposed to stress than other occupations due to the nature of their job. High-
risk driving and stress related psychological responses can have irretrievable consequences.
Therefore, increasing the amount of attention to traffic psychology and periodic
psychobiological risk assessment for this group are essential.

Rapanyane M Benjamin (2020) China-Africa relations have recently become a subject of

considerable scholarly attention. It is in this context that the author analyses the relations
between China and Ethiopia in the context of the key drivers of the Asian giant's foreign policy
towards the African country. This research article was driven by the desire to analyse the key
drivers of China's Ethiopia Policy because of the limited scholarly literature in existence on the
subject under review. Similarly, the newly fastest developing theory of Afrocentricity (as
informed by African way of knowing) has been adapted to better shape China's international
relations with Ethiopia.

Vittal Bhimappa Kamati (2019) Alcohol consumption is one of the main causes of productivity
losses arising from absenteeism, presenteeism, and workplace injuries. Among occupational
categories most affected by the use of this substance, truck drivers are subject to risk factors
and risky behaviors that can have a serious impact on their health, their work, and the general
road safety. The use of alcohol during truck-driving activities is, indeed, an important risk
factor for traffic accidents. The present systematic review and meta-analysis aims at
synthesizing the literature regarding harmful alcohol consumption patterns among truck drivers
in a rigorous way.

Malla Mattila (2019) The purpose of this study is to adopt a business model lens to identify
and analyse key drivers of and barriers to the networked commercialization of technology
(NCT). The study contributes to commercialization literature by illustrating the usefulness of
the business model lens for analyzing networked commercialization. The results of the
empirical case study of a company developing disruptive nano technological solutions for mass
production identify key drivers of and barriers to business model decisions in the NCT. The
results show that the tasks and activities involved in the NCT and business model development
are connected to others operating in the business network.

Arif P Sulistiono (2019) We investigate the relationships among credit default swap (CDS),
government bond yield, foreign investors' ownership, and exchange rate by conducting Vector
Error Correction Model and Vector Auto Regression. We compare the relationships in the
period of 2008 to 2013 and in the sub period when financial crisis happened in 2008. Using

14
daily data from 50 April 28, 2008 to December 31, 2013 in Indonesian government bond
market, we find government bond yield plays a significant role; and drives the movement of
the other variables. However, during the 2008 crisis, the yield loses its dominance and tends to
follow the movement of CDS.

Filippo Bignami (2019) In recent decades there has been vivid debate on the positive aspects
of developing good citizenship education programs in basic education. In this article, we
describe the experience of developing and testing a citizenship education module that involves
the use of active learning methodologies in a secondary school in the city of Rio de Janeiro, in
the year 2018. The article illustrates and clarifies theoretical suggestions on citizenship
education scope, informs on the Rio de Janeiro (and Brazilian) educational framework and
explains the setting up of the citizenship education module and its test. Sharing this experience
aims to be useful for those interested in elaborating strategies of dealing with the subject of
citizenship in school environments in general, as well as in cities with a complex social and
political texture, facing specific challenges to significant progress in social development and
democratic conditions.

Amee Agrawal (2019) Organizational Performance holds the key to financial viability and
becoming a world class organization. The extant literature explores the relationship between
the Quality of work life and Organizational performance, however based on the data the present
study attempts to analyze the relationship between work engagement, quality of work life
measures, Organizational Performance further leading to Job Satisfaction. The study also
compares the work life balance in a private enterprise and a government sector enterprise in
India. The research design is descriptive in nature and sampling technique is convenient
sampling. The data was further analysed using Structure Equation modelling technique to test
the hypotheses. The findings suggest a positive and significant relationship between QWL,
Work Engagement, and Organizational performance further leading to Job Satisfaction.
Finally, conclusion and policy implications are given.

Parameswara Gupta and Roshan (2013) their idea focuses on delivering satisfaction to
commuters, obtaining profits and customer loyalty in return. 4 lakhs families are working and
depending upon this profession. Over the years, the dependency ratio on auto rickshaw either
short or medium distances has been increasing. The core issue is about commuters’ satisfaction,
auto rickshaw drivers’ union socio-economic and educational betterment of auto rickshaw
drivers. This paper explores the generic service quality issues and attributes concerning
customer satisfaction.
15
Sudhir Rewar (2013) a cross sectional, descriptive study was done on auto rickshaw drivers of
Jaipur city, Rajasthan. Study was done during April- May 2013 with a sample size of 94 with
95per cent of confidence level and 10per cent confidence interval Results - Study finding shows
that Prevalence among auto rickshaw drivers for consumption of tobacco products was very
high (87per cent). Auto rickshaw drivers were mostly used tobacco in the form of Gutkha
(72per cent) and bidi (40per cent) in comparison to other products. It also shows that they use
cheap tobacco products. Most of the auto rickshaw drivers start using tobacco products in age
less than 18 years (80per cent) and associated factors for tobacco use are due to friends and
their influence (78per cent). Awareness level among auto rickshaw driver was high (70per
cent) but still uses tobacco products because of its addiction (66per cent). In the opinion of auto
rickshaw drivers increase in tax may reduce it consumption and the majority of drivers (70per
cent) think that tobacco must be banned in Rajasthan. Conclusion-Prevalence among auto
rickshaw drivers of consumption of tobacco products was very high. Auto rickshaw drivers
were mostly used tobacco in the form of Gutkha (smokeless) and bidi (smoke) in comparison
to other products.

Dileep Kumar M and Ruswiati Surya Saputra (2014) in their study followed qualitative
research initially to explore unique factors and then 53 confirmed those factors through
qualitative research. Factor analysis was conducted to analyze the reliability of the instruments
and data collected from the “tuk tuk” drivers. Almost 176 auto drivers were interviewed
(informally) with a structured schedule and data collected. To analyze this data, study followed
statistical tools like correlation and regression. The results clearly indicate that socio-economic
factors which are moderated by the green technology factors that influence the “TukTuk”
drivers intention ‘not to go green’, even though they have the keen interest towards
environmental concerns.

House (1984) conducted a survey of informal sector enterprises in Nairobi. He found out that
the most of the proprietors in the informal sector were urban residents of long standing and not
recent migrants. Though, the initial capital requirements were low, yet most of the
entrepreneurs had cited the capital shortage as their major problem.

Ahluwalia (1985, 1991) studied for the period 1959 to 1985 to examine total factor
productivity. The studies show that during the two decades of the sixties and the seventies,
total factor productivity in the manufacturing sector declined. However, there is also a finding
that in the first half of eighties productivity growth improved. The dominant source of the
acceleration in total factor productivity has been the growth of value added.
16
Bandyopadhyay and Hillary (1985) observed an increase in the participation of women in the
Kolkata labour force, due to a combination of high male unemployment, falling urban living
standards and some increase in employment of a semi or unskilled kind for which women
workers are 58 positively preferred. He opines that precise effects of women‘s participation in
wage work on the family based household have received little detailed attention until recently.
This is particularly the case in many third world urban contexts where female labour force
participation rates have been traditionally low until the recent emergence of opportunities for
women in new gender-segregated industries, such as electronics assembly.

Datta Chaudhary (1989) tried to analyse whether theoretical analysis supports the assertion that
informal sector is dependent on formal sector. Using fixed coefficient of production and full
utilisation of the available resources, he proved that the general equilibrium framework of the
economy permits expansion of the informal sector along with shrinking of the formal sector
employment and output. It was also inferred that cheap credit to informal sector would force
the formal to fan out its requirement of intermediate goods to the informal sector. So the
informal sector can expand in the face of contracting formal sector. But when the formal sector
completely specialises in the production of final goods with the informal sector meeting the
total demand for intermediary goods, a stage would arrive where the informal sector will live
or die with the formal sector.

Saran and Sandhwar (1990) studied the problems of the women workers engaged in
unorganised sector of brick kilns, quarries and mines of Bihar and West Bengal. It was revealed
that the women working there were exploited, low paid, worked for long hours i.e. 14-16 hours
in case of migrants and around 10 hours in case of local workers. Majority of them were
illiterate and 59 belonged to scheduled castes, scheduled tribes and backward classes.
Indebtedness was also commonly found among them. Further, rebuking, cheating, threatening,
beating and sexual abuses were very common features reported by women working in
unorganized sector.

Shaw (1990) analysed the interactions and linkages between informal sector and large scale
sectors in Thana-Belapur region based on field survey during September to December 1980. It
was found during the study that large units have important forward linkages with informal
sector units but unfortunately the informal sector workers faced health related risks and
labourers were by and large women folk.

17
Banerjee (1991) attempted to analyse the impact of new export oriented industries on women
workers in India. She had covered main industries viz. leather, garment, silk spinning etc. The
focus was on the relationship between technologies, market conditions and service conditions
of women workers. The conclusions drawn are that these women did unskilled works, worked
for long erratic hours and under miserable working conditions and terms of work.

18
 CHAPTER-3

METHODOLOGY

The methodology is the way that one adopts to interpret his feelings, experiences and facts
all around him. The method is the way of observing, classifying and interpreting facts. The
knowledge derived through the application of scientific methods constitutes natural sciences
like physics, chemistry, biology, etc., the knowledge gained through the application of logical
and to some extent scientific methods constitute social sciences like sociology, economics,
political science, etc. Methods are specific to the subject. The nature of methods is decided by
the fields in which they are applied. Therefore, at large, the methods of natural sciences are
different from those of the social sciences. It does not mean that the methods of both natural
and social sciences could not be exchanged for academic purposes. We are passing through the
age of science and technology. Each subject claims to be a science. The current trend is that
social sciences are also borrowing and utilizing the concepts, tools and methods of natural
sciences to gain greater objectivity and empiricism.

The primary goal of a social researcher is to gather knowledge or solve problems in a

systematic and scientific manner, as well as to devise a study plan.A study plan or study design
is made up of the essential elements that go into making decisions about what, where, when,
how much, and by what means.As a result, a research design denotes a rational and systematic
planning process. The research must be tailored to the time, energy, and financial resources
available; to the data available; and to the extent to which it is possible or desirable to impose
on individuals and social groups who might provide the data.

The present study represents an exploratory cum descriptive research design that is to enquire
into the social phenomenon with ’care’ i.e. to scrutinize study materials related to the
phenomenon under investigation.

Objectives of the Study

The present study is directed with the following objectives, which are as follows:

1. To Review the state of the Art on types of worker in general and auto rickshaw driver
in particular

2. To study the socio-economic profile of the Auto Rickshaw drivers

3. Working Condition and Health Problems of Auto Rickshaw Drivers

19
VARIABLES STUDIED

Keeping the objectives in mind, it was decided to have vast information on various
background characteristics such as socio-economic, demographic, cultural, attitudinal,
behavioral, etc. of the respondents was collected. However, the variables which have been
taken into account in this study are based on relevant theoretical and logical grounds.
Moreover, for a clear understanding of the nature of these variables further, classification or
different groupism of variables on the basis of directions in the city and occupations was done.

Demographic Variables: The major demographic characteristics of the respondents which are
included in the present study are the occupation, age of the respondents, marital status, caste, religion,
number of children, etc. These characteristics were considered to be important to evaluate the qualitative
aspects of the study.
Economic Characteristics: The significant economic characteristics of the respondents were
undertaken for the study the auto rickshaw driver’s economic conditions of the family, worth of
properties owned, etc.
Social Characteristics: The major social characteristics of the respondents studied here are: place of
residence, religion, caste, type of family, number of members in family, education, etc was also
gathered.
Selection of the Study Area: The universe of the present study is Bhubaneswar. This city is greater
influence of other city since it lays within the radius of 8-15 kms the network of colleges. Bhubaneswar
city is also the various Arts, commerce, B.B.M, B.C.A , Science colleges engineering colleges, and also
Medical institutions.

Sample Size: Having identified the five directions of Bhubaneswar city and population settled
in those directions, a question is arising that how many auto rickshaw drivers are there. Keeping
in view time and money constraints the approach was that the number should neither be so
large that it becomes unmanageable for a single researcher nor it should be so small that any
meaningful analysis becomes difficult. To stake a balance it was decided that the study would
cover a selected samples i.e., 100 respondents.

Sampling Procedure: Having decided the size of sample it was considered to select the sample
population from among those representing different occupational and socio-economic strata,
rather than having a random sample, it was decided to interview respondents through purposive
sampling taking care of age, occupation, religion, caste, etc. representation in the sample. The

20
entire sample is urban area of Bhubaneswar City. Out of total auto rickshaw drivers of about
100 respondents were chosen.

Data Collection: The present study is both theoretical and empirical. Hence, different sources
of data are used for the present study. The sources of data are as under.

Secondary Sources: It is essential to know about the different problems and challenges faced
by Auto rickshaw drivers in urban areas. For this purpose, the researcher was searched
secondary literature published in books, research journals, journal articles, news papers,
magazines, web based sources, etc. These secondary sources helped researcher to provide a
theoretical background to the research topic.

Primary Data: The study is mainly based on the primary data. The Primary data were collected
through interview scheduled with both open and close ended questions. Before the actual
collection of data, the questions were pre tested through a pilot study. Necessary modifications
were made in the questions on the basis of testing. Some of the respondents were also contacted
personally. An in-depth interview was held with auto rickshaw drivers in Bhubaneswar city.

Analyses of Data: After collecting data from auto rickshaw drivers in Bhubaneswar city the
researcher completed the data entry process in SPSS software during 2024. It took 3 months to
tabulate the calculated data. The collected data has been analyzed by using statistical
techniques, such as percentages have been calculated for large number of variables under the
study. Means are calculated for some variables.

21
 CHAPTER-4

SOCIO-ECONOMIC CONDITIONS OF AUTO RICKSHAW DRIVERS

An auto could be an integral part of the transport system of each growing city in India. An
auto could be a kind of vehicle for hire with a driver, which is employed by passengers. An
auto conveys passengers between the locations of their choice. This differs from other modes
conveyance where the pickup and also the drop-off locations are determined by the passengers.
The people opt for auto service as they find them more flexible in some ways, like timings,
routes, destinations, etc. An auto are often hired anywhere and anytime without prior booking,
and it’s affordable by passengers, The Auto drivers are run the vehicles for the commercial
purpose they will also use the private driver’s license now a days and that they didn’t require
any badges or commercial license to run the auto rickshaw, now a day’s many online
applications are introduced to book the auto’s instantly with their current location & they will
charge how long the auto is run the meter is show the number and it’s collected by the driver,
In Bhubaneswara city auto are gradually increasing, The auto drivers are actually not study the
higher class, many of the drivers are come to the present profession for the shortage of
education, this is often the platform to several drivers to earn a money to steer their life, depend
upon the auto drivers for safe journey & to reach their destination, the auto driver isn’t only
provided service for urban areas, and that they are provided a services in rural areas also
because In rural areas transportation is n’t convenient to the cities and other places the auto
drivers are provides the transportation facility to them.

Auto rickshaw are the convenient way of transportation within the cities and most of the people
are trusted their day to day life activities of travelling from the place to their destination, The
drivers are play a crucial role in travelling under the informal economy of service sector, The
Auto Drivers are get into during this profession with a hope of earn an honest income for
leading their life, Some Drivers are Partially involved in other works with their interested area,
The drivers aren’t highly qualified in education although they’re leading an honest life within
the society, The auto drivers are face a many issues in working environment like health issues,
lack of infrastructure facility and Traffic regulation etc. they need a highly competition between
them majorly city busses and two-wheelers are partially effects to their earnings, they supply
a 24/7 services with their commitment, The study targeting the present socio-financial
condition of Auto Drivers, Their earning and dealing condition.

22
RESULTS AND DISCUSSION:

Table 4.1: Age of the Respondents

Sl.No Particulars Respondents Percent

1 18-25 19 19

2 26-35 32 32

3 36-45 24 24

4 46-55 22 22

5 Above55 3 0.9

Total 100.0 100.0

The above table deals with the average age group of the auto rickshaw drivers. Majority of
the auto rickshaw drivers i.e. 32 percent of them belong to the age group of 18-25 years,
followed by 31.7 percent of the respondents belongs to the age group of 26-35 years. About
26.1 percent of the auto rickshaw drivers belong to the age group of 36-45 years, about 9.3
percent of the auto rickshaw drivers belong to the age group of 46-55 years and about 0.9
percent of the respondent's falls in the category of above 55 years. The obtained data reveals
that majority of about more than 60 percent of auto rickshaw drivers are in the age group of
18 to 35 years and are majorly youths. There is lesser percentage of auto rickshaw drivers
above the age of 55.

23
 Table 4.2: Education of the Respondents

Sl.No Particulars Respondents Percent

1 Illiterate 5.6 5.6

2 Secondary 38.2 38.2

3 Elementary 39.4 39.4

4 Higher Secondary 15.8 15.8

5 Diploma/Technical 0.9 0.9

Total 100.0 100.0

The above table explains about the education of the respondents of auto rickshaw drivers
Majority of the auto rickshaw drivers i.e. 39.4 percent have completed their elementary
education. About 15.8 percent of the auto rickshaw has completed Higher Secondary
Education; about 5.6 percent of auto rickshaw drivers are illiterate and about 0.9 percent of
the auto rickshaw completed either diploma or technical Education like ITI.

Graph 4.1: Religion of the Respondents

2.8

27

70.2

Hindu

Muslim

Christian

24
 The Graph tells about the religion of the auto rickshaw drivers. The majority i.e. above 70
percent of the auto rickshaw drivers belong to Hindu religion, followed by 27 percent of the
respondents belong to Muslims, and 2.8 percent of auto rickshaw drivers belong to
Christianity.

Table 4.3: Caste of the Respondents

Sl.No Particulars Respondents Percent

1 Scheduled Caste 23.9 23.9

2 Scheduled Tribe 16.1 16.1

3 Other Backward Class 19.9 19.9

4 Others 40.1 40.1

Total 100.0 100.0

The above table gives us information about the caste of the auto rickshaw drivers. Majority
i.e. above 23.9 percent of the auto rickshaw drivers belong to Scheduled Caste, followed by
16.1 percent of the respondents belong to Scheduled Tribe, 19.9 percent of auto rickshaw
drivers belong to Other Backward Class and about 40.1 percent of auto rickshaw drivers
belong to Others which majorly consists of Muslims and General caste auto rickshaw drivers.

Graph 4.2: Marital Status of the Respondents

32

68

Married

Unmarried

25
The above Graph tells about the religion of the auto rickshaw drivers. Majority i.e. above 70
percent of the auto rickshaw drivers, belong to the Hindu religion, followed by 27 percent of
the respondents who belong to the Muslim religion, and 2.8 percent of the auto rickshaw
drivers who belong to Christianity.

Table 4.4: Size of the Family

Sl.No Particulars Respondents Percent

1 Less than Four Members 72.0 72.0

2 More than Five Members 28.0 28.0

Total 100.0 100.0

The above table that reveals the information about the size of the family of Auto rickshaw
drivers. Majority of about majority of about 72 percent of auto rickshaw driver family percent
of auto rickshaw driver family size consist of less than four members, followed by about 28
percent of auto rickshaw driver family size consists of more than five rickshaw driver family
size consists of more than five members.

Table-4.5: Main reason for choosing this profession.

Sl.No Particulars Respondents Percent

1 Its Family profession 10.6 10.6

2 No other occupation 23.3 23.3

3 Self 66.1 66.1

Total 100.0 100.0

Majority of about 66.1 percent of the drivers informed that it is their self-decision to make
a career in auto rickshaw driving, followed by 23.3 percent of choose because of no other
occupation and 10.6 choose this profession because it is their family profession.

26
 Table 4.6: How did you learn auto driving mainly

Sl.No Particulars Respondents Percent

1 Driving school 5.6 5.6

2 Through friends 19.6 19.6

3 Self-taught 74.8 74.8

Total 100.0 100.0

Majority of about 74.8 percent of the auto drivers learnt auto driving on their own i.e. self-
taught, followed by 19.6 percent of the respondents learnt auto driving through friends and
about 5.6 percent of the auto drivers learnt auto driving through driving schools.

Table-4.7: Who suggested driving auto driving auto as a profession?

Sl.No Particulars Respondents Percent

1 Friends and Relatives 23.6 23.6

2 Self Interest 76.4 76.4

Total 100.0 100.0

The above table reveals who suggested auto rickshaw drivers to take auto wants to know who
suggested auto rickshaw drivers to take auto wants to know who suggested auto rickshaw
drivers to take auto driving as a profession. Majority of respondents informed that they were
self driving as a profession. Majority of respondents informed that they were self driving as a
profession. Majority of 76.4percent respondents informed that they were self interested to take
this career of auto interested to take this career of auto driving. 23.6 percent were suggested by
friends and relatives to take auto driving as a profession.

27
 Graph-4.3: Type of Holding of auto

24.2

75.8

Owned

Hired

The above graph discuss about type of holding of auto. Majority of about 75.8 Graph discuss
about type of holding of auto. Majority of about 75.8 percent of the auto rickshaw drivers
rickshaw drivers are the owners themselves and about 24.2 percent of the autos were hired by
percent of the autos were hired by auto rickshaw drivers and these auto rickshaw drivers and
these autos belongs to other owners and they were given s for auto rickshaw drivers based on
weekly and monthly on weekly and monthly rental basis.

Table-4.8: Type of fuel you use mostly

Sl.No Particulars Respondents Percent

1 Gas 49 49

2 Petrol/Diesel 51 51

Total 100 100.0

The above table deals with the type of fuel used by the auto rickshaw drivers. An over
whelming majority of about 49 percent of the auto rickshaw drivers use gas fuel to run their
autos followed by a minute percent of about 51 percent of the auto rickshaw drivers use
Petrol/diesel as fuel to run their auto rickshaws.

28
 Table 4.9: What is the source of purchase of your auto?

Sl.No Particulars Respondents Percent

1 Banks Finance Institutes 97.2 97.2

2 Personal Fund 2.8 2.8

Total 100.0 100.0

The above table gives us information with respect to the sources of purchasing the auto. An
over whelming majority of auto drivers source for purchasing autos are banks and financial
institutions, followed by 2.8 percent of auto rickshaw driver used their personal fund to
purchase auto.

Graph 4.4: Timing of Work

28.6

71.4

Day

Day and Night

The above graph reveals about the timing of work. Majority of about 71.4 percent reveals
about the timing of work. Majority of about 71.4 percent of Auto rickshaw drivers usually work
in the day-time, followed by 28.6 percent of the auto rickshaw drivers’ work both day and
night.

29
 Table 4.10: How many years have you been in the present occupation?

Sl.No Particulars Respondents Percent

1 Less than One years 6.5 6.5

2 1 to 5 Years 40.4 40.4

3 5-10years 53.1 53.1

Total 100.0 100.0

The above table details about the number of year’s auto rickshaw drivers are details about
the number of year’s auto rickshaw drivers are details about the number of year’s auto rickshaw
drivers are working in this present occupation. More than half i.e. 53.1 percent of the percent
of the auto rickshaw are working in this present occupation in the year ranges of 5 to 10 years,
followed by about followed by about 40.4 percent of the auto rickshaw drivers percent of the
auto rickshaw drivers are working in this occupation in the year range of working in this
occupation in the year range of 1 to 5 years and about 6.5 percent of the auto rickshaw drivers
are working in this profession in the year range of less than one year.

Table 4.11: Are you satisfied with this occupation?

Sl.No Particulars Respondents Percent

1 Yes 73.9 73.9

2 No 3.7 3.7

3 Maybe 22.4 22.4

Total 100.0 100.0

Majority of about 73.9 percent of the auto rickshaw drivers happily Express that they are
satisfied with this occupation, followed by 22.4 percent of the auto rickshaw drivers
expressed may be satisfied with this occupation and 3.7 percent of the auto rickshaw drivers
expressed that they are not satisfied with this occupation.

30
 Table 4.12: If yes, give reasons

Sl.No Particulars Respondents Percent

1 Earning is reasonable 36 36

2 More trips 64 64

Total 100.0 100.0

The above table wants to know the reasons why auto rickshaw drivers are satisfied with this
occupation. Majority i.e. 64 percent of the respondents said that due to more trips they favour
this occupation, followed by 36 percent said that the earning is reasonable.

Table-4.13: How will you manage your time, if you do not have any trips?

Sl.No Particulars Respondents Percent

1 Play games 1.9 1.9

2 Rest 33.2 33.2

3 Read newspaper 64.9 64.9

Total 100.0 100.0

The current research reveals the information about how auto rickshaw drivers spend their
time if they don't have any trips. Majority of about 64.9 percent of the auto drivers read
newspapers if they don't have trips, followed by33.2 percent of the respondents take rest and
about 1.9 percent play games using mobile.

31
 Table 4.14: What is your earning per day

Sl.No Particulars Respondents Percent

1 Rs.200-300 6.5 6.5

2 Rs.300-400 41.9 41.9

3 Rs.400-500 38.8 38.8

4 Rs.500-600 12.7 12.7

Total 100.0 100.0

The above table enquires about the earnings of auto rickshaw per day. Nearly half of the
about 41.9 percent of the auto rickshaw drivers earn rupees 300-400 per day, followed by 38.8
percent of auto rickshaw drivers earn rupees 400-500 117 rupees, about 12.7 percent of auto
rickshaw drivers earn rupees 500 rupees, about 12.7 percent of auto rickshaw drivers earn
rupees 500 rupees, and 6.5 percent of respondents earn rupees 200-300 rupees per day.

Table 4.15: When do you earn best?

Sl.No Particulars Respondents Percent

1 Festivals 96.3 96.3

2 Holidays 2.8 2.8

3 Rainey days 0.9 0.9

Total 100.0 100.0

The majority i.e. 96.3 percent of the auto rickshaw drivers earn best during festival seasons
followed by 2.8 percent of the auto rickshaw drivers earn best during holidays and 0.9
percent of auto rickshaw drivers earn best during rainy days.

32
 Graph 4.5: Passenger trips

23.9

Yes
No

76.1

The Graph discusses the information of regular trips of passengers. About 76.1 percent of the
auto rickshaw drivers inform that they have regular trips followed by 23.9 percent of the auto
rickshaw drivers doesn’t have regular trip of passengers.

Table 4.16: If yes, what is the type of trips you have?

Sl.No Particulars Respondents Percent

1 Office trip 1.2 1.2

2 School 35.5 35.5

3 Both 63.3 63.3

Total 100.0 100.0

The above table discusses the type of trips auto rickshaw driver have. About 63.3 percent
of the auto rickshaw drivers have both office and school trips, followed by 35.5 only School
trips and 1.2 percent of the auto rickshaw drivers have office trip.

33
 Table 4.17: Mention the mode of charge of tips?

Sl.No Particulars Respondents Percent

1 Daily 56.5 56.5

2 Weekly 7.5 7.5

3 Monthly 19.6 19.6

4 NA 16.5 16.5

Total 100.0 100.0

More than half of the i.e. about 56.5 percent of the mode of charge of trips are daily,
followed by 19.6 percent mode of charge of trips are monthly, about 16.5 percent of mode
of charges are Not applicable, and about 7.5 percent of mode of charge of trips are weekly.

Table 4.18: What is your total expenditure per month

Sl.No Particulars Total Percent

1 Rs.7000 10.2 10.2

2 Rs.7500 34.5 34.5

3 Rs.8000 25.2 25.2

4 Rs.8500 18.3 18.3

5 Rs.9000 8.1 8.1

6 Rs.10000 1.9 1.9

7 Rs.15000 1.9 1.9

Total 100.0 100.0

34
About 34.5 percent of the respondents set that their monthly expenditure is rupees 7500,
followed by 25.2 percent of the respondents that their monthly expenditure is about rupees
8000, about 18.3 percent of the auto rickshaw drivers said that their monthly expenditure is
rupees 8500, about 10.2 percent of the auto rickshaw drivers monthly expenditure is rupees
7000, about 8.1 percent of the auto rickshaw drivers monthly expenditure is rupees 9000, and
1.9 sent off auto rickshaw drivers monthly expenditure is rupees 10000 and rupees 15000.

Graph 4.6: Habit of Savings

3.7

Yes
No

96.3

Graph shows An overwhelming majority of 96.3 rickshaw driver said they have habit of saving
followed by 3.7 percent of auto rickshaw drivers said they don't have habit of saving.

Table 4.19: If yes, specify the nature of saving

Sl.No Particulars Respondents Percent

1 Bank 2.8 2.8

2 Chit fund 44.4 44.4

3 Gold 8.1 8.1

4 Post office 41 41

5 NA 3.7 3.7

Total 100.0 100.0

35
 The above table reveals the information about the nature of saving practiced by reveals the
information about the nature of saving practiced by auto rickshaw drivers. 44.4 percent of the
auto rickshaw drivers have the habit of Chit funds, followed by about 41 percent of the auto
rickshaw drivers save their money in post office schemes, about 8.1 percent of Auto rickshaw
drivers save their money in form of gold, about 2.8 percent of auto rickshaw drivers save the
money in bank.

Graph-4.7: Do you have own a house

32.9

67.1

Yes
No

A question with respect to own house was asked to the auto rickshaw drivers. About 67.1
percent of Auto rickshaw drivers have their own houses followed by 32.9 percent of Auto
rickshaw drivers doesn’t have own house.

Table 4.20: If No, specify the nature of residence

Sl.No Particulars Respondents Percent

1 Rented House residence 30.1 30.1

2 Tenant 2.8 2.8

3 NA 67.1 67.1

Total 100.0 100.0

Table gives us information with respect to nature of residence apart gives us information with
respect to nature of residence. About 30.1 percent of the auto rickshaw drivers live in in rented
houses followed by 2.8 percent of the auto rickshaw drivers are tenant.
36
 Graph 4.8: What type of house do you have

11.2

88.5

Hut

Kuchcha

The graph gives details about the type of houses possessed by auto rickshaw drivers. About
88.5 percent of the auto rickshaw drivers have kutcha houses followed by 11.5 percent of auto
rickshaw driver sleep in the hut.

Table 4.21: Give the particulars of asset you possess

Sl.No Particulars Respondents Percent

1 Gold/Silver 0.9 0.9

2 Vehicles 18.6 18.6

3 No Asset 80.4 80.4

Total 100.0 100.0

The above table wants to assess the type of assets possessed by the auto rickshaw drivers. An
overwhelming majority overwhelming majority of about 80.4 percent of the auto rickshaw
drivers doesn't possess any assets followed by 18.6 percent of the auto rickshaw drivers assets
are in the form of vehicles and about 0.9 percent of the auto rickshaw drivers have gold or
silver as their assets.

37
 Table 4.22: Have you availed of loan So far?

Sl.No Particulars Respondents Percent

1 Yes 100.0 100.0

2 No 0 0

Total 100.0 100.0

The above table asks the question about did auto rickshaw drivers availed loan so far almost
all the respondents they have availed loan in one or other form.

Table 4.23: If yes, specify the source of debt

Sl.No Particulars Respondents Percent

1 Bank 0.9 0.9

2 Unauthorized money lenders 3.7 3.7

3 Co-operatives 10.6 10.6

4 Financial Institutional 84.8 84.8

Total 100.0 100.0

Majority of about 84.8 percent of the auto rickshaw drivers days said that they have obtained
the loan from the Financial Institutions, followed by 10.6 percent of the auto rickshaw drivers
obtained loan from co-operative societies, about 3.7 percent of Auto rickshaw drivers obtained
loan from unauthorized money lenders and about 0.9 percentage of Auto rickshaw drivers avail
loan from banks.

38
 Table 4.24: Mention the purpose(s) for which you availed of loan

Sl.No Particulars Respondents Percent

1 Education of children 2.8 2.8

2 Medical Expenses 2.8 2.8

3 Maintenance of the vehicle 94.4 94.4

Total 100.0 100.0

The above table reveals the information about the purpose of loan obtained from the auto
rickshaw drivers. Majority of 94.4 percent of respondents said that they have obtained loan to
maintain vehicle i.e. auto rickshaw, followed by about 2.8 percent of the auto rickshaw drivers
avail loan for the purpose of medical expenses and to educate their children.

Table 4.25: What is your opinion of the maintenance cost of your auto?

Sl.No Particulars Respondents Percent

1 High 1.9 1.9

2 Medium 98.1 98.1

Total 100.0 100.0

The above table gives us information with respect to maintenance costs of your auto. About
98.1 percent of auto rickshaw drivers said that it is of medium cost to maintenance costs and
about1.9 percent of the auto rickshaw drivers said the cost of maintenance is high.

39
 Graph-4.9: Have you been involved in any accident so far

46

54

Yes No

The above graph asks about the accident involved so far more than half i.e.54 percent to the
auto rickshaw drivers have never met with an accident followed by 46 percent of the auto
rickshaw drivers have faced accident.

Table-4.26: If yes, specify the reason(s) for the accident(s)

Sl.No Particulars Respondents Percent

1 Mechanical failure 38.8 38.8

2 Overtaking vehicles 6.2 6.2

3 Negligence in driving 0.9 0.9

4 NA 54.0 54.0

Total 100.0 100.0

The above table analyses that about 38.8 percent accidents are due to mechanical failure
followed by 6.2 accidents are due to overtaking of vehicles and about 0.9 accident caused due
to negligence in driving. 54 percent of the auto rickshaw drivers have never met with an
accident followed faced accident.
40
 CHAPTER-5

WORKING CONDITION AND HEALTH PROBLEMS

OF AUTO RICKSHAW DRIVERS

Auto drivers are an unorganized mode of transport. It creates lots of issues in day to day
life of auto drivers, they don’t have the proper regulatory authority to represent their problems
and struggles hard to enhance their lifestyle through this profession hence an attempt is
carried out to address the real lifestyle problems of auto drivers in Bhubaneswara city. Auto
rickshaw drivers are faces a many problems of health issues like asthma, dust allergy,
headache etc. infrastructure, traffic regulations etc. and therefore the auto drivers have an
enormous healthy competition between themselves to attract and retain the customer and
majorly public transport (city& government bus) are the main competitors and many of the
people are travel in their own vehicle, this can negatively impact on the earnings of the auto
drivers, although they need run the auto On an average 50-100 kilometers per dayand earn
around RS 500-800 and once we take a detailed check out their earnings and expenditure
pattern their earnings is like their expenditure. It’s very difficult to lead an honest lifestyle
with such major earning.

With the backdrop this information on key variable related to living conditions of auto
drivers in Bhubaneswara city were explored. These auto drivers don’t enjoy any type of health
and medical benefits in course of illness and occupational injuries. Apart from this, many of
these auto drivers do not get the benefits of various governmental welfare facilities like public
distribution system (PDS), provision for free education etc. due to the fact that either they are
not aware about these welfare provisions or lacks proper documentation to claim the benefits.

The drivers face many occupational health hazards. They reveal thatthey find it difficult to
visit a hospital for taking treatment since they consider that instead of spending money on for
treatment it can be better used for their family’s welfare and children’s education. The auto
drivers’ major problem is stress which is because of their poor social and economic status.
So some drivers adopt various stress-coping mechanisms to overcome physical and mental
stress.

41
 Table 5.1: How many hours actually are you engaged in your auto?

Sl.No Particulars Respondents Percent

1 Above1hours 1.9 1.9

2 8-10hours 59.9 59.9

3 Upto8 hours 38.2 38.2

Total 100.0 100.0

More than half i.e. 59.9 percent of the auto rickshaw percent of the auto rickshaw drivers
engages in auto drivers engages in auto for 8 to 10 hours, 38.2 percent of Auto rickshaw drivers
are engaged in auto up to 8 hours, and about 1.9 percent of Auto rickshaw drivers engages in
auto above 1 hour.

Do you have any habits

18

82

Yes No

Graph asks the auto rickshaw drivers about habits. Majority of about 82 percent of the
respondents said that they have habits followed by 18 percent said no to any habits.

42
 Table-5.2: If yes, please specify

Sl.No Particulars Respondents Percent

1 Drinking 9.3 9.3

2 Smoking 22.4 22.4

3 Tobacco 50.3 50.3

4 NA 18.0 18.0

Total 100.0 100.0

The above table analysis the habits of auto rickshaw drivers. More than half of the auto
rickshaw drivers i.e. about 50.3 percent offer drivers how the habit of chewing tobacco,
followed by 22.4 percent of Auto rickshaw drivers smoke cigarettes and Bidi, about 18
percentage of Auto rickshaw drivers doesn't have any bad habits and about 9.3 percent of Auto
rickshaw drivers consume alcohol.

Table-5.3: Are you having any health problems

Sl.No Particulars Respondents Percent

1 Yes 71.7 71.7

2 No 28.3 28.3

Total 100.0 100.0

The above table wants to know about the health problem of Auto rickshaw drivers. Majority
of about 71.7 percent of the auto rickshaw drivers said that they have health problems followed
by 28.3 percent of the auto rickshaw drivers said that they don't have any health problems.

43
 Table-5.4: If yes, please specify

Sl.No Particulars Respondents Percent

1 Body pain 61.5 61.5

2 Back pain 8.4 8.4

3 Neck pain 1.9 1.9

4 NA 28.3 28.3

Total 100.0 100.0

The above table reveals the specific health problems faced by auto rickshaw drivers. Majority
i.e. about 61.5 percent of auto rickshaw drivers bear from body pain, followed by 8.4 percent
of auto rickshaw drivers suffer back pain and 1.9 percentage of Auto rickshaw drivers
experience neck pain.

Table 5.5: Type of Health problems associated with Nature of work

Health Day Day and Night Total

Sl.No Problems
Freq. Percent Freq. Percent Freq. Percent

1 Backpain 6.5 6.5 1.9 1.9 8.4 8.4

2 Bodypain 55 55 6.5 6.5 61.5 61.5

3 Neckpain 0.9 0.9 0.9 0.9 1.9 1.9

4 NA 9 9 19.3 19.3 28.3 28.3

Total 71.4 71.4 28.6 28.6 100.0 100.0

The above table deals with the types of health problems associated with the nature of work.
More than 55 percent of auto rickshaw drivers are facing body pain problems who are working
in day daytime, about 6.5 percent of auto rickshaw drivers working during day time feel back
pain, about 0.9 percent of auto rickshaw drivers are associated with neck pain during the day
44
time. About 6.5 percent of auto rickshaw drivers are facing body pain who are working in day
and night shift, followed by 1.9 percent of auto rickshaw drivers are associated with back pain
and 0.9 percent of auto rickshaw drivers are associated with neck pain who are working in day
and night shift. The Pearson Chi-square Test shows that, there is strong association between
dependent and independent variable.

Table-5.6:Health problems associated with Hours of Work

Yes No Total
Working
Sl.No Hours
Freq. Percent Freq. Percent Freq. Percent

1 8-10 Hours 49.1 49.1 10.9 10.9 59.9 59.9

2 Above10 0.9 0.9 0.9 0.9 1.9 1.9

3 Upto 8 21.7 21.7 16.5 16.5 38.2 38.2

Total 71.7 71.7 28.3 28.3 100.0 100.0

The above table deals with the health problems faced by auto rickshaw drivers associated
with hours of work. Nearly half i.e. 49.1 percent of the auto rickshaw drivers working between
8-10 hours are facing health problems, 21.7 percent of auto rickshaw drivers works up to 8
hours and 0.9 percent of auto rickshaw drivers work above 10 hours. More than 70 percent of
the respondents working more than 8 hours feel that more the working hours more the health
problems and in opposite cases lesser the workload lesser the health problems faced by auto
rickshaw drivers. The Pearson Chi-square Test shows that, there is strong association between
dependent and independent variable.

45
 CHAPTER-6

SUMMARY OF FINDINGS, CONCLUSION AND SUGGESTIONS

Rickshaw is a three-wheel driving vehicle, with the capacity for accommodating four people
including the driver and three passengers. It is a mean of road transport for local people who
wish to move from place to place. The Department of Road Transport has the provision to
administer the auto rickshaw vehicles, by issuing permits and fixing taxation, fare structure,
etc. In the urban areas the auto rickshaws outnumber those in the rural areas. Like other modes
of transport for the citizens of the country, auto rickshaw transport has become a very important
mode of transport. Many people have been employed directly and indirectly in this transport.
The present research is an in-depth study on the socio-economic conditions of auto drivers in
Bhubaneswar city. In this chapter the researcher presents a detailed summary of findings and
constructive suggestions for the development of socio economic conditions of auto drivers in
Bhubaneswara city. Following are the major findings from the study:

1. The average age group of the auto rickshaw drivers. Majority of the auto rickshaw drivers
i.e. 32 percent of them belong to the age group of 18 25 years, followed by 31.7 percent of the
respondents belongs to the age group of 26-35 years. About 26.1 percent of the auto rickshaw
drivers belongs to the age group of 36-45 years, about 9.3 percent of the auto rickshaw drivers
belongs to the age group of 46-55 years and about 0.9 percent of the respondent's falls in the
category of above 55 years. The obtained data reveals that majority of about more than 60
percent of auto rickshaw drivers are in the age group of 18 to 35 years and are majorly youths.
There is lesser percentage of auto rickshaw drivers above the age of 55. 2. 3.

2. About the education of the respondents. Majority of the auto rickshaw drivers i.e. 39.4
percent have completed their elementary education, followed by 38.2 percent of the auto
rickshaw drivers have completed Secondary education. About 15.8 percent of the auto
rickshaw drivers have completed Higher Secondary Education, about 5.6 percent of the auto
rickshaw drivers are illiterate and about 0.9 percent of the auto rickshaw drivers I have
completed either diploma or technical Education like ITI.

3, About the religion of the auto rickshaw drivers. Majority i.e. above 70 percent of the auto
rickshaw drivers belong to Hindu religion, followed by 27 percent of the respondents belong
to Muslims, and 2.8 percent of auto rickshaw drivers belong to Christianity.

4. Majority of about 68 percent of the auto rickshaw drivers are married and 32 percent of
the auto rickshaw drivers are unmarried. The information about the size of the family of Auto
46
rickshaw drivers. majority of about 72 percent of auto rickshaw driver family size consist of
less than four members, followed by about 28 percent of auto rickshaw driver family size
consists of more than five members. The information about why auto rickshaw drivers choose
this profession. Majority of about 66.1 percent of the drivers informed that it is their self-
decision to make a career in auto rickshaw driving, followed by 23.3 percent of choose because
of no other occupation and 10.6 choose this profession because it is their family profession.

5. Majority of about 74.8 percent of the auto drivers learnt auto driving on their own i.e. self-
taught, followed by 19.6 percent of the respondents learnt auto driving through friends and
about 5.6 percent of the auto drivers learnt auto driving through driving schools.

6. An over whelming majority of about 99.1 percent of the auto rickshaw drivers use gas fuel
to run their autos followed by a minute percent of about 0.9 percent of the auto rickshaw drivers
use Petrol as fuel to run their auto rickshaws.

7. More than half i.e. 59.9 percent of the auto rickshaw drivers engages in auto for 8 to 10
hours, followed by 38.2 percent of Auto rickshaw drivers are engaged in auto up to 8 hours,
and about 1.9 percent of Auto rickshaw drivers engages in auto above 1 hour.

8. More than half i.e. 53.1 percent of the auto rickshaw drivers are working in this present
occupation in the year ranges of 5 to 10 years, followed by about 40.4 percent of the auto
rickshaw drivers are working in this occupation in the year range of 1 to 5 years and about 6.5
percent of the auto rickshaw drivers are working in this profession in the year range of less
than one year.

9. Majority of about 73.9 percent of the auto rickshaw drivers happily Express that they are
satisfied with this occupation, followed by 22.4 percent of the auto rickshaw drivers expressed
maybe satisfied with this occupation and 3.7 percent of the auto rickshaw drivers expressed
that they are not satisfied with this occupation.

10. The total expenditure per month of the respondents about 34.5 percent of the respondents
set that their monthly expenditure is rupees 7500, followed by 25.2 percent of the respondents
that their monthly expenditure is about rupees 8000, about 18.3 percent of the auto rickshaw
drivers said that their monthly expenditure is rupees 8500, about 10.2 percent of the auto
rickshaw drivers monthly expenditure is rupees 7000, about 8.1 percent of the auto rickshaw
drivers monthly expenditure is rupees 9000, and 1.9 sent off auto rickshaw drivers monthly
expenditure is rupees 10000 and rupees 15000.

47
 11. Nearly half i.e. 44.4 percent of the auto rickshaw drivers have the habit of Chit funds,
followed by about 41 percent of the auto rickshaw drivers save their money in post office
schemes, about 8.1 percent of Auto rickshaw drivers save their money in form of gold, about
2.8 percent of auto rickshaw drivers save the money in bank.

12. Majority of about 84.8 percent of the auto rickshaw drivers days said that they have
obtained the loan from the Financial Institutions, followed by 10.6 percent of the auto rickshaw
drivers obtained loan from co-operative societies, about 3.7 percent of Auto rickshaw drivers
obtained loan from unauthorized money lenders and about 0.9 percentage of Auto rickshaw
drivers avail loan from banks.

13. Majority of 94.4 percent of respondents said that they have obtained loan to maintain
vehicle i.e auto rickshaw, followed by about 2.8 percent of the auto rickshaw drivers avail loan
for the purpose of medical expenses and to educate their children.

14. The membership of auto Association have by auto rickshaw drivers. maturity of about
70.5 percent of the auto rickshaw drivers are not associated with any auto Association followed
by 29.5 percent of the auto rickshaw drivers have a membership of auto Association. about the
name of auto associations auto rickshaw drivers are affiliated with. About 9.6 percent of auto
rickshaw drivers are associated with Central Bus Stand auto Association, followed by 8.7
Percent of auto drivers are associated with Bhubaneswar auto Association, about 5.6 percent
of auto rickshaw drivers are associated with super Market auto association and about 4.7
percent of auto rickshaw drivers are associated with Kalyan Karnataka association.

15. Majority of the respondents about 980.4 percent of the auto rickshaw drivers agree that
working hours are not a problem for auto, followed by about 18.6 percent of the respondents
disagree that working hours may cause a problem for the auto and about 0.9 percent of the
respondents strongly agree and believe that working hours not a problem for auto.

CONCLUSION

Typical Indian auto rickshaw has three wheels, no side doors, and seats for up to four people.
There are 3 million rickshaws in India alone, and most of them are marked by a distinctive
yellow canopy roof with green underbodies Much cheaper than taxis, auto rickshaws are for-
hire three-wheel motor bikes with attached seats for short-range travel around the city. They
can be hailed down on the streets and are very good for convenient point-to-point travel. The
value proposition of auto-rickshaws is their cheap fare and are best for customers who are
48
unwilling to use public transport and need easily accessible transport options. Fares for autos
are supposed to be by the meter but due to traffic problems and rising petrol prices drivers often
charge a fixed fee for travel.

The present study concluded that a comparatively low socio-economic conditions is associated
with this occupation irrespective of this majority of the people follows this occupation due to
the minimum eligibility criteria to start this occupation. Even by not having much money to
invest with them they can follow rented auto rickshaws and continue their livelihood. At the
end researcher would like to bring the attention for the concern authority that the concern
authorities like Regional Traffic Office, Auto Rickshaw Unions and other welfare
organizations should take appropriate action to reduce the challenges facing by the auto
rickshaw drivers.

SUGGESTIONS:

 For the benefit of auto rickshaw driver a group insurance system may be introduced.

 As the price of auto rickshaw spare parts has been high the government should take
initiative to lower the spare parts price by reducing the tax.

 As the number of auto rickshaws has been increased frequently, auto permit should be
sparingly given.

 The proceedings of regional transport office have to be quicker and the role of agents
in securing license for auto drivers should be eliminated.

 Loan should be extended to the auto rickshaw drivers at low interest rate and with some
subsidies and write offs.

 Provisions must be made available for maintenance of vehicles through bank loans.

 Government should take necessary steps to protect the families of auto rickshaw drivers
who suffer a lot after their death by providing them with financial assistance.

49
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