SOCIO-ECONOMIC CONDITIONS OF AUTO RICKSHAW DRIVERS IN

BHUBANESWAR CITY
CHAPTER SCHEME:
Chapter 1 : INTRODUCTION
Chapter 2 : Review of Literature
Chapter 3 : Research Methodology
Chapter 4 : Socio-Economic Profile
Chapter 5 : Working Condition and Health Problems
Chapter 6 : Findings, Conclusions and Suggestions
Bibliography
Annexure-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 motorized version of the
traditional cycle rickshaw or pulled rickshaw. Auto rickshaws are an 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 accommodated 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
constitutes a large portion of our wealth, gives employment directly or indirectly to lakhs of people
and contributes 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 moral and humanistic also. 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 also are required to go from one place to another to meet
personal, social or business commitments. Auto Rickshaw was are considered as common means of
transportation in the city life. This is the factor not only in joint but also considered as common
means of transportation all over the world. The auto drivers play significant role in the urban life.
Motorized autos and the shared autos are most preferred transportation facilities available in 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 depend
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 the cities auto rickshaw transportation is used for 24 hours
and all the days. Considering all these factors it may be stated here that, auto transportation has
became part of city life.
Drivers who drive the auto Rikshaw spend most part of their life on the roads. There 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 un aware of all these factors. Auto
Rikshaw drivers work, work at culture, working hours, work load and so forth covered for their ill
health. These may be considered as occupational hazards. Due to their work load they are not
conducive to the social life. At the sometime 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 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:
1. 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.
2. 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 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.
3. 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. 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.
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 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.
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 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 provide
employment for all. The auto rickshaw is generally the preferred mode of transport in Bhubaneswar
city because the rate of auto rickshaw is cheaper and more comfortable than any other means of
transport during day or night. At night auto rickshaw is very useful for the passenger to reach their
doorsteps when no other transport facilities are available.
1.6 SIGNIFICATIONS 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.
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.
 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.
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 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 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 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.
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. 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.
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.
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.
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.
 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 [Link] 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

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 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.
 CHAPTER-4
SOCIO-ECONOMIC CONDITIONS OF AUTO RICKSHA 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.
 RESULTS AND DISCUSSION:
Table-4.1: Age of the Respondents

[Link] 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.

Table-4.2: Education of the Respondents

[Link] 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
7
2.8

70.2

Hindu Muslims Christians

The Graph tells 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.
Table-4.3: Caste of the Respondents

[Link] 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

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 Hindu religion, followed by 27 percent of the respondents
belong to Muslims, and 2.8 percent of auto rickshaw drivers belong to Christianity.
Table-4.4: Size of the Family

[Link] 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.

[Link] 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.

Table-4.6: How did you learn auto driving mainly

[Link] 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?

[Link] 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.

Graph-4.3: Type of holding of auto

24.2

75.8

Hired Owned

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

[Link] 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.
Table-4.9: What is the source of purchase of your auto?

[Link] 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.
Table-4.10: How many years have you been in the present occupation?

[Link] 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?
[Link] 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.
Table-4.12:If yes, give reasons

[Link] 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?

[Link] 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.
Table-4.14: What is your earning per day

[Link] 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?

[Link] 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

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.
 Graph-4.5

23.9
76.1

Yes No

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?

[Link] 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.
Table-4.17: Mention the mode of charge of tips?

[Link] 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

[Link] 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

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

96.3
 3.7

Yes No

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

[Link] 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

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

[Link] 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.
Graph-4.8:What type of house do you have

11.5

88.5

Hut Kachcha

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

[Link] 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.
Table-4.22: Have you availed of loan So far?

[Link] Particulars Respondents Percent

1 Yes 100.0 100.0

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

[Link] 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.

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

[Link] Particulars Respondents Percent

1 Education of children 2.8 2.8

2 Medical Expenses 2.8 2.8

3 Maintenance of 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?

[Link] 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.

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)

[Link] 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.
 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.
 Table-5.1:How many hours actually are you engaged in your auto?

[Link] 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.
Table-5.2: If yes, please specify

[Link] 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

[Link] 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.
Table-5.4: If yes, please specify

[Link] 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

[Link]
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 problem who are working in day
time, about 6.5 percent auto rickshaw drivers working in day time feel back pain, about 0.9 percent
of auto rickshaw drivers are associated with neck pain during day 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
[Link]
Hours Freq. Percent Freq. Percent Freq. Percent

1 08-10Hours 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 Upto8 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.
 CHAPTER-06
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 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.
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 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.
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 AUTORIKSHADRIVERS:ASOCIOLOGICALSTUDY INTERVIEW

SCHEDULE

01) Name:

02) Ageinyears:

(a) 18-25 (b)26-35 (c)36-45(d)46-55 (e)Above

55

03) Education:

(a)Illiterate (b) Elementary (c) Secondary

(d) Higher Secondary (e) Degree

(f)Diploma/Technical

04) Religion:

(a) Hindu (b)Christian (c) Islam (d) Others

05) Category:

(a)GM (b) OBC (c)ST (d) SC

(d)Others

06) MaritalStatus:

(a) Married (b) Unmarried (c)Divorced

50
 07) Totalnumberofmembersinyourfamily:

SI Name Sex Age Education Relation Wages Total

No. Earners Earners
1.
2.
3.
4.
5.

08) Mainreasonforchoosingthisprofession:

(a) Family profession (b)Toreducethefamily

burden

(c)Noother occupation (d) Self

09) Howdidyoulearnautodrivingmainly?:

(a) Self-taught (b)Throughfriends

(c) Drivingschool (d) others

10) Whosuggesteddrivingautodrivingautoasaprofession?

(a) FriendsandRelatives (b)SelfInterest

11) Typeofholdingofauto:

(a) Owned (b) Hired

12) Type off uelyouuse mostly:

(a)Petrol (b) Diesel (c)Gas

13) Whatisthesourceofpurchaseofyourauto?

(a) PersonalFund (b)BanksFinanceInstitutes

51
 14) Timingofwork:

(a)Day (b)Night (c) Both

15) Howmanyhoursactuallyareyouengagedinyourauto?

(a)Upto8hours (b)8-10hours (c)Above10hours

16) Howmanyyearshaveyoubeeninthepresentoccupation?

(a)Upto5Years (b)5-10 years (c)Above10 years

17) Areyousatisfiedwiththisoccupation?

(a) Yes (b)No

18) Ifyes,givereasons

(a) Earningisreasonable (b)Moretrips

(c)Recognitionfrompassengers (d)Anyother

19) Howwillyoumanageyourtime,ifyoudonothaveany trips?

(a)Rest (b)Readnewspaper

(c)Playgames (d)Visitcinema
20)Whatisyourearningperday?

(a)UptoRs.200
(b)Rs.200-300 (c)Rs.300-400

(d)Rs.400-500 (e)Rs.500-600 (f) Above

Rs.600

21) Whendoyouearnbest?

(a)Holidays (b)Festivals (c)Raineydays

52
 22) Doyouhaveanyregulartripsofpassengers?

(a) Yes (b) No

23) If yes,what is the type of trips you have?

(a)School (b)Office trip

(c) Both (d) Any other

24) Mention the mode of charge of tips?

(a)Daily (b) Weekly

(c)Monthly (d)Anyother

25) Whatisyourtotalexpenditurepermonth?:Rs.

/-

[Link]. Items MonthlyExpenditure

1. FoodGrains(Rice,wheat,etc)
2. Vegetables

3. Meat

4. Egg

5. Fish

6. Milk

7. Sugar

8. Oil

9. Fruits/Snacks

10. Spices

53
 11. Rent

12. Transport

13. Clothing

14. FuelandLighting

15. Entertainment/Gambling

16. Ceremonies/guests

17. Children’sEducation

18. Medicine/Health
19. Stationary(paste,Soap,powderetc

20. Anyother

Total

26) Doyou have habit of saving? : yes No

If yes, specify the nature of saving? :

(a) Chitfund (b)Gold

(C)Bank (d)Postoffice

27) Doyouhaveownahouse?: yes No

28) Ifno,specifythenatureofresidence:

(a) RentedHouseresidence (b)tenant

29) Whattypeofhousedoyouhave?:

(a)Hut (b)Kaccha (c)Pakka

30) Givetheparticularsofassetyoupossess:

54
(a)NoAsset (b)Vehicles (c)Land

(d) Gold/Silver (e) Anyother

31) HaveyouavailedofloanSofar?

(a) Yes(b) No

32) Ifyes,specifythesourceofdebt:

(a) Bank (b)Unauthorizedmoneylenders

(c) Co-operatives (d)FinancialInstitutional

33) Mentionthepurpose(s)forwhichyouavailedofloan

(a) Maintenanceofvehicle(b)Educationofchildren

(c)Marriage (d)MedicalExpenses (e)others

34) Whatisyouropinionofthemaintenancecostofyourauto?

(a) High (b)Moderate(c)Low

35) Doyouhaveany habits?

(a) Yes(b)No

36) Ifyes,please specify

(a) Tobacco (b)Smoking

(c)Drinking (d) Drugs (e) Anyother

37) Haveyoubeeninvolvedinanyaccidentsofar?

(a) Yes(b)No

55
38) Ifyes,specifythereason(s)fortheaccident(s)

(a) Mechanicalfailure (b)Negligenceindriving

(c)Highspeed (d)Overtakingvehicles

(e) Drinkingmood (f) Any other

39) Haveyoueverpaidfine?

(a) Yes (b) No

40) Ifyes,specifythereasons:

(a)Wrongroute (b)Overspeed (c)Overloading

41) Areyouhaveanyhealthproblems?

(a) Yes (b) No

42) Ifyes,please specify

(a) Bodypain (b)Piles

(c)Back pain (d)Neckpain

(e)Kneespain (f) Anyother

43) Whatisyourprobleminautomaintenance?

(a) Poorroadcondition (b)Poorqualityofspareparts

(c)Highcostof lubricants (d)Policeharassment

(e)Trafficproblems

44) Areyouamemberintheautoassociation?

(a) Yes (b) No

45) Ifyes,Nameoftheassociation :-

56
46) Ifyounotamemberofanyunion,givenreasons:

(a) Nofaithin union (b)Friendsopposition

(c)PoliticallyOrientedUnion (d)NoConfidenceinLeaders

47) Opinionofautorickshawdrivers

SL.
Opinion SA A NO DA SDA
No
1) Evenifyougetabetterjobwon’tquite
2) Familymembersgiveduerecognitionto
3) Nochanceofspendingtimewithfamily
members
4) Thisprofessionhelpsyoumeetdifferenttypes
ofPeople
5) Theconditionofroadsispoor
6) Toomanytrafficproblems
7) Frequentinterferenceoftrafficpolice
8) Approachofthepassengerisgood
9) Gettingdrivinglicenseiseasy
10) Autopricedependsonfuelprice
11) Workinghoursnotaproblemforauto
12) Publiclookdownuponautodrivers
13) Autodriversareconsideredlawbreakers
14) Autotripsmonotonous
15) Youwillcontinueasanautodriverstillthe end
Yourlife
SA-StronglyAgree;A-Agree;No-Noopinion;D-Disagree;SDA-StronglyDisagree