CHAPTER III

REVIEW OF LITERATURE

A literature review is a description of the literature relevant to a particular field

or topic. It gives an overview of what has been said, who the key writers are,
what are the prevailing theories and hypotheses, what questions are being asked,
and what methods and methodologies are appropriate and useful. The
conceptual and empirical literature reviews help in establishing the rationale and
credibility to the study.

1. Sayoojkumar K.P (2017)-“SOCIO-ECONOMIC AND HEALTH

STATUS OF AUTO –RICKSHAW DRIVERS OF CALICUT CITY”
2017 JETIR, Volume 4, Issue 11.
India is experiencing a rapid urbanization and an unprecedented growth
in transport system. The Government has successfully intervened to
decongest the traffic through infrastructure development. However, road
fatalities, air pollution and frequent congestions are a common sight in
many metros of India. Adding to the chaos is the muddled eco- system of
auto-rickshaws. The informal economies of auto-rickshaws are just not a
social-economic problem but also a serious ecological and health
concern. This study examines the socio-economic and health status of
auto drivers in Calicut city, Kozhikode District, Kerala. In this town auto
transport has become a bread winning job for many men, so the
researchers choose this topic to study the socio economic status and the
health issues faced by the auto drivers.
1. Ajai Sreevatsan (2011) has written an article in The Hindu newspaper
He highlighted the views of Chennai auto rickshaw drivers. A survey of
more than 500 drivers throws up some interesting observations, such as
why many do not prefer to use LPG. Balchand Parayath, Chief
Executive Officer of City Connect, said that, since a number of auto
rickshaws in the city are shared by two or more drivers, it is difficult to
monitor fuel usage. Refuelling of LPG can only be done in certain
predetermined volumes.
Drivers prefer to hand over the auto rickshaw to another person with the
same level of fuel. Interestingly, the official pre-paid auto rickshaw fares
(at least the one in Chennai Central) is almost equal to this value and yet
many drivers demand more. According to the report, this is because of the
less distance (<100km) they clock every day. According to the Chennai
Traffic and Transportation Study, 72 per cent of the Chennai's trip length
is short distance of less than five km.

The report says -With such a large possible rider clientele, it should be
right to expect the average daily trip distance to be far in excess of the
current 100 km. This is one of the reasons why other cities like Bangalore
and Delhi have lesser km cost as the average distance travelled per day is
around 150 km. Since many auto rickshaws operate for only 5-6 hours
and are idle for the rest of the day, charges are more and this leads to a
cyclic problem Currently 70 per cent of the auto rickshaws that ply in the
city are owned by someone else. The driver has no stake to improve
services. Also, increase the number of Auto LPG dispensing stations and
enforce fare meter system after scientifically fixing fares.

The report also states that, the auto rickshaw trade has suffered due to
constant conflict and ―many people are using it just for emergency. The
number of trips we get has drastically come down. A senior official at the
Transport Department said that aspects such as health insurance to drivers
 and specific training courses to help the auto rickshaw drivers are
presently under consideration.

2. Dr. R. Rangarajan (2018) - “AN ANALYSIS OF SOCIO -

ECONOMIC LIFE STYLE AND PROFESSIONAL SATISFACTION
OF AUTORICKSHAW DRIVERS IN CHENNAI CITY” Volume 5,
Issue 5 Chennai is experiencing an unprecedented growth in transport
system. Various measures have been taken by the government to
modernize the transport system across the cities. But due to the problem
of frequency of public transport, people mostly prefer auto rickshaws to
travel quickly and conveniently to the desired destinations. In order to
know the socio economic lifestyle of the auto rickshaw drivers in
Chennai city, an attempt has been made in the present study. The study
also concentrates on the career satisfaction of the drivers who runs
around the city without any time bound. For this purpose, data were
collected by using a well-designed questionnaire and was circulated to
100 auto rickshaw drivers through convenient sampling technique. The
collected data were then analysed with the help of statistical tools to
know the socio economic lifestyle of the autorickshaw drivers in
Chennai city. The results revealed major issues and backlogs in their
socio economic lifestyle. The article also provides various suggestions to
enhance the lifestyle of auto rickshaw drivers.
3. Leslie Phillips (2010). Has stated in his study that, the auto rickshaw
drivers are suffer from health problems and are treated with utter
disregard by the government. Researchers from the University of Texas
at Austin gained insights into India's auto rickshaw industry from the
perspective of rickshaw drivers and manufacturers
 The study incorporated 26 driver interviews that were carried out in
Bangalore, as well as interviews with the prominent three-wheeler
manufacturers. While they are an integral part of transportation in almost
every major Indian city, the auto rickshaw drivers are perceived as a
nuisance to the system. The study has found that, the auto rickshaw
drivers are caught in a system where they are treated with utter disregard
by the government and are often resented by their own customers.

Most of the recent auto rickshaw reforms have been reactionary, as

regulatory authorities and traffic police attempt to crack down on poor
behaviour (traffic violations, emissions) as opposed to implementing
systemic reforms. Meanwhile, manufacturers generally do not perceive
rickshaw drivers as their end client, but rather focus on the passenger
when designing and positioning their vehicles. This has created a crucial
disconnect in the auto rickshaw industry, where the very people who
ultimately drive the success of the industry (the drivers) are left out of the
process.
4. Tigari, Harish, and HB Santhosh. (2020) - “Socio-Economic Background
of Auto Rickshaw Drivers.” Shanlax International Journal of
Management, vol. 8, no. 1, pp. 48–53. 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.
5. Prakash S. Chougule (2020). “A STUDY THE PROBLEMS OF AUTO
RICKSHAW DRIVERS IN KOLHAPUR CITY USING STATISTICAL
TOOLS AND TECHNIQUES”. EPRA International Journal of
Multidisciplinary Research (IJMR) - Peer Reviewed Journal Volume: 6 |
Issue: 11 |
Health is a very significant matter in the daily life of a vehicle driver. The
aim of this study is to identify the problems among the auto rickshaw
service providers in relation to their standard of living and the number of
hours put in driving the auto rickshaws, their life style, economic status,
technology awareness, educational status, awareness about insurance. For
this purpose, a well-designed questionnaire prepared for collection of
primary data containing various attributes and was circulated to 125 auto
rickshaw drivers through convenient sampling technique and the data had
been collected from different location in Kolhapur city. The collected
data were then analysed with the help of various statistical tools and
techniques to know the socio economic lifestyle of the auto rickshaw
drivers in Kolhapur city .In our study the obtained results shows revealed
major issues and backlogs in their socio economic lifestyle.
6. Mreeshi Agarwala and Ms. Bandana Gogoi (2015) - “A Study on the
Socio Economic Condition of E-Rickshaw Pullers in Guwahati City,
Assam, India”.
The paper is an attempt to study the socioeconomic status of the e-
rickshaw drivers and understand the sustainability of the e-rickshaw
occupation. The study has been conducted in the city of Guwahati,
 Assam, India. The sample size is 45 erickshaw pullers and 5 e-rickshaw
dealers. The rickshaws comparatively have greater advantage than the
general rickshaws as they have higher number of seating capacity along
with a fuel free and pollution free mode of transportation, there is no
adverse effect on health like the general rickshaws has on the rickshaw
pullers. But at the same time, it has higher maintenance cost and high
investment. Due to this complicacy it is necessary to understand the
condition of these e-rickshaw drivers in terms of their socio-economic
status, different financial facilities available to them, satisfaction level. It
is complicated to determine how this new means of livelihood create
changes in the life of the e-rickshaw drivers. Thus to find these answers a
study has been carried out through an exploratory research which
attempts to fulfil some well-defined objectives.
7. ASHWINI R. BATE (2019). “ SOCIO-ECONOMIC CONDITIONS OF
AUTO RICKSHAW DRIVERS IN KOLHAPUR CITY”
In India auto rickshaw’s play’s an important role in public transport
health conditions has been always concern linked with this occupation.
Auto rickshaw drivers are always exposed to polluted environment like
pollutant gases, noisy surrounding and vibration of whole body as well as
challenging lifestyle like irregularity of meals, bad posture of driving and
stressful occupational conditions is a part and parcel of this occupation.
This study was undertaken to understand the socio-economic conditions
of auto rickshaw drivers.
8. A. Selvakumar (2012) has made a study on the unorganized workers of
weavers in Chinnalapatti village. He analysed the economy, education
and working conditions of the weavers. In his research he stated that,
Educational attainment by the weavers has a direct relationship with the
skill that they develop farther for the betterment of profession. In this
regard it is interesting to note that 62 percent of them get educated and
 38 percent are illiterate. And also he stated that it is a well-known fact
that the weavers in India are put to lot of difficulties due to the
dominance of power loom sector. The working condition and living
conditions of weavers are pathetic. And they were forced to sell their
kidneys due to poverty. From this study, we can understand the
economic conditions of unorganized workers.

9. Geetamtiwari, (2016) Professor of transport planning, Indian institute of

technology, Delhi, in his study on urban travel in Indian cities, has stated
that, travel in India, is predominantly happening through walking,
cycling and including intermediate public transport. Though there was a
high growth rate of motorized two wheelers and cars in the last two
decades, car ownership remains at 3-13 percent of the households and
two wheelers at 40-50 percent. He also analysed the variation in model
shares among these three that seem to have a relationship between city
size and per capita income. Small and medium size cities have a lower
income than the mega cities. Therefore the dependence on cycle
rickshaws and bicycles is higher in smaller cities. In some medium size
cities (1 million to 3 million), Private bus has been introduced. Public
sector run state transport corporations have been responsible for running
intercity routes. Other than the four mega cities of Delhi, Mumbai,
Kolkata and Chennai. Bangalore and Pune are the exceptions in which
municipal corporations have been running significant numbers of
buses .The study finds that city size and per capita income are important
factors for growth of transport.
10.Emma Shlaes and Akshay Mani (2013) - in their recent publication
titled ‘A case study of auto rickshaw sector in Mumbai’ conclude that
auto-rickshaw industry in Mumbai is very complex and rife with tension.
It has clear opportunities for improvements and some changes are
 already made. Further focus should be on driver training, enhanced
infrastructure and enforcement, permit and repair, in-flight auto-rickshaw
services and driver engagement.

11.Subendiran S, (2014) -, have studied ‘Socio- Economic and Lifestyle

Problems of Auto- Drivers in Palani’, and observed the general opinion
of public on Auto Rickshaw Drivers. According to him ARDs exploit
innocent and unaware public. There is no standard fare, despite
government intervention and strong action against defaulters. ARDs are
argumentative by nature. ARDs are unreliable and it is unsafe to travel
on some routes and during certain hours of the day.

12. Attarde S.B. and Ingle Sopan, (2007) in their survey on ‘Hearing
impairment and noise annoyance among auto rickshaw drivers working
at Jalgaon City’ found that most of the drivers suffer from sleep
disorders, communication interference, poor concentration and headache.
Some of them also suffer from irritation, anxiety and tinnitus. They
suggest the remedies to cut the noise related problems like making good
roads, traffic regulation, vehicle maintenance, pure fuel and silencers for
the vehicles etc.

13.Ashish Verma, (2014) (Ramanayya T.V.lic Transport Planning and

Management in Developing Countries’ write that efficient transportation
system is critical for a country's development. Big cities in developing
countries are typically characterized by high-density, poor public
transport, poor roads, inadequate parking facilities, air pollution, crowd,
accidents, and a host of other transport problems. In the end they suggest
that of making public awareness on unnecessary use of the horn and the
effects of the noise caused by auto rickshaws.
14. A study entitled ―Hand-rickshaw Pullers of Kolkata by The Calcutta
Samaritans and Action Aid (1919 Calcutta Hackney Carriage Act. The
Calcutta Hackney-Carriage (Amendment) Bill, 2006, p 2). Highlights
that there are more than 18,000 rickshaws playing on the streets of
Kolkata, nearly 6,000 of whom are registered with the city government.
According to All Bengal Rickshaw Union (ABRU) there are about 5937
licensed rickshaws, 14000 unlicensed rickshaws, 35000 rickshaw pullers
in the city and about 100000 people are directly or indirectly depending
on this trade. 116 The clarification has come in this context on December
19, 2012 by the Mayor of the City that as per Kolkata Municipal
Corporation (KMC) records there are 8780 licensed hand-pulled
rickshaws in the metropolis.

The present day pullers are either 3rd or 4th generation pullers caring the
colonial heritage with their heredity. A few of them have been born in the
city’s pavements and are not socially recognised. Till now, these
rickshaws are used as cheap non-polluting means of travelling for short
distance. Hand-pulled rickshaw is especially in demand during monsoon
when flooded streets make it impossible for commuters to use taxis or
cars. People in the lanes use rickshaws as a 24 hour ambulance service.
Middle-class families contract with a puller to take a child to school and
pick him or her up. It is the life line in those lanes and by lanes where taxi
or auto rickshaw cannot move. The hand pulled rickshaw is also used for
transporting goods in the busy business hubs of the city at a cheapest rate.
After 2006 amendment, officially the hand rickshaws are banned in
Kolkata. But the rickshaw pullers are visible in the streets and lanes of
 Kolkata. Rickshaw pullers are facing abject harassment, suffering mental
and physical assaults while practicing their livelihood.

15. Anita Ramachandra (2015) Auto drivers play an important role in

towns and cities in India. They complement the public transportation
facilities to a very great extent. Many people get into this profession with
hope of earning a decent income for the benefit of themselves and their
families. However, the lives of auto drivers are one of financial struggle
with low earnings and savings. The current paper attempts to know the
reasons for choosing to drive auto rickshaw. It also delves into finding
the relationship between education and different aspects of financial
well-being. Conventionally Understanding the issues of development
through the ‗tickle down approach has got its limitations. For a more
comprehensive analysis, there has been shift towards Human
Development approach, which focuses on Human Development Index
(HDI), wherein development is calculated not only in terms of the Gross
National Income (proxy for standard of living), but also life expectancy
at birth (proxy for health) and a combined index of mean years of
schooling and expected years of schooling for education. However, this
index also has its limitations, as it fails to capture other important aspects
such as freedom from discrimination, fear of one‘s safety, of political
participation, etc. In this regard the theoretical framework of Rawlesian
framework, capability approach of Amartya Sen, Nussbaum and
Charusheela are considered important. The study of status of the auto
rickshaw drivers of Mumbai was undertaken to validate the
underpinnings of these theoretical framework on development. Based on
the findings, the study report has proposed certain prescriptions.
(Anushruti, 2016).
16.Shashank Rao (2015) the traffic police authorities say it is not possible
to manage these errant autos. "As many as 300 cases of violations are
registered with the police every day, but no matter what the penalty, it
has no effect on the auto drivers. They keep violating the norms on a
regular basis," said The Additional Commissioner traffic. Approximately
40 per cent of the total autos plying on the streets of Hi-Tec City do not
have meters, leave alone digital meters that were made mandatory. "They
charge an extra amount for the ride and refuse to use meters,'' said a
passenger. Commuters here complain that the government has turned a
blind eye to their safety as many auto drivers do not even have a driving
license. In fact, the seven-seater driver involved in accident did not have
a license. "Autos registered in some rural areas on the peripheries of the
city are driven within the city limits without proper papers. This menace
is growing in the city. Commuters note that apart from overcrowding, the
auto drivers fail to maintain speed limits which endanger their lives. The
article describes that, the autos are playing an important role on the
transportation but , most of the drivers do not obey traffic rules, violating
norms, charge extra amount and even they do not have license and fail to
maintain speed limit.

Shashank Rao has written an article on Overloaded share autos could

become death traps and he stated that, Transport experts have stated that,
the overloaded share autos could become death traps for commuters.
Though the Regional Transport Officials (RTO) issued a list of dos and
don'ts for the auto drivers at the Road Safety Fortnight that was recently
inaugurated by Chief Minister Prithviraj Chavan, it has failed to focus
on the safety measures for lakhs of commuters who travel by autos on a
daily basis.
17.Indrani Basu (2016) has written an article on cops crack down on share
autos. In that article she has stated that, The traffic police has cracked
down on the nine-seater Gramin Seva autos across the city for violations
ranging from diverting from their assigned routes to plying without
driving license to overcrowding, among others. As many as 323 drivers
were issued challans while share autos were impounded. In west Delhi
alone, 49 autos were impounded. The transport department has chalked
out 61 routes on which these autos can play. In east Delhi, which has a
large number of the Gramin Seva autos operating in Laxmi Nagar,
Mother Dairy and IP Extension, only three autos were impounded.

Officials claimed that the drive was carried out as many share autos are
seen on main arterial roads in violation of the directive keep these autos
in check. Overcrowding, driving without license and plying without a
permit can prove very dangerous. We have deployed our staff to check
any violations."Senior traffic officials have stressed time and again that
share autos are a menace on the road. These are also responsible for
slowing down traffic on arterial roads. Drivers are usually fined Rs 500
and owners Rs 1,000 for not carrying a valid license. Plying without
permit invites a fine of Rs 2,000 while overcrowding can cost Rs 100,
said the traffic cops.

Overcrowding came up as the biggest problem with 132 auto drivers

being booked for this offence. Forty-eight drivers were booked for plying
without a driving licence. Auto drivers, however, claimed they were only
being helpful as this was the only mode of transport for many locals.
Gramin Seva has seen many takers in the city but complaints of blocking
main roads and holding up traffic by abruptly stopping in the middle of
 the road are common. The transport department had charted out specific
routes for the share autos, with permits issued strictly against these
routes. The 61 routes cater to rural areas where the reach of DTC buses is
limited.

18.Falguni Acharya, Jitendra Panchal, Kanan Joshi, Pradyumansinh

Raj and Trilok Akhani, ( 2020 ) Analysis of Sustentation of Auto
Rickshaw Driver during Covid-19 Lock Down, International Journal of
Advanced Research in Engineering and Technology, pp. 640-648.
Indian government has declared 1st Lockdown from March 24, 2020 for
21days to control the transmission of COVID-19. After that the lockdown
was prolonged overall India for other 19 days i.e. till May 3, 2020 and
further it was continued for other 14 days till May 17, 2020 [3].
In this condition of total lockdown government and media has
highlighted on every claof people residing in the country but somehow
this group of warriors were left out; the thought of complete stagnation of
the world churning in the mind served as a food for this research and
analysis. The fail to spot stories and mention of auto-rickshaw drivers in
this crisis itself serves as a motivation for the study. Somehow it was
observed that the financial condition of these transporters was
overlooked, also they were struggling for their day today living. Hence an
analysis was done with 200 auto-rickshaw drivers from Vadodara city to
investigate the current situation and provide an aid in whichever way
possible.
Priorly there were numerous surveys done related to the work-life aspect
of auto drivers especially pertaining to their health and stress. Some
studies display their work and family life facts; an in-depth look into the
working lives of auto rickshaw drivers studied by Rajesh Ranjan
concluded “quality of life is highest for those who are more engaged or
more satisfied in family than work, and is lowest for those who are more
engaged or more satisfied in work than family, [9]. While a socio-
demographic profile, health status and working conditions of auto-
rickshaw drivers in Bhopal was also studied wherein a dire need of health
check-ups and awareness for addictions was emphasized to be provided
for the auto drivers [11]. In addition, a study was conducted among
randomly selected auto rickshaw drivers of Bangalore city which
concluded that the magnitude of stress among Auto-rickshaw drivers was
31.2% which was found to higher and a need of awareness regarding
health promotion, balanced diet, stress management and counselling and
regular medical check-ups among auto-rickshaw drivers need to be
looked into and implemented by Regional Transport Office [8]. On the
other hand, one of the surveys also demonstrates the challenges faced by
the auto drivers apart from their personal issues such as traffic police
charging fines (35 percent and 32 percent respectively), passengers and
traffic concerns, lack of parking, lack of permits, and rain [10].

However, this ensuing survey and interpretations will focus on the effects
of shut down during pandemic which might have added to the turmoil
faced by the auto-rickshaw drivers. The primary public transport in India
is auto-rickshaw. However, the auto drivers earn only INR 700 to INR
1000 a day, which turns out to be quite less for proper survival. Perhaps,
savings must have been quite difficult or next to impossible with such
low wages. On the contrary, extra responsibilities such as loans and
children’s education are many a times bottle necks for most of the
drivers. This adverse condition was added up due to the sudden epidemic
of COVID-19, which deteriorated the financial state. Hence, this study
underlines the challenges suffered by auto-rickshaw drivers and touching
their lives to acquaint readers about their existence. Moreover, study also
 add the possibilities such as usage of mobile app for getting passengers
and analyse its effectiveness using Chi2 test on earnings of auto drivers.
The research also includes a Chi2 test investigation of recovery time from
the loss bared during pandemic by the auto drivers and bring their life
back to track if any aids are made available to them from any government
or nongovernment agencies. The paper also throws some light on their
mental state and take over it. The required motivation for the survey was
provided while distributing ration to the auto-rickshaw drivers. The
interpretations are solely based on the answers provided by the 200 auto
drivers through the questionnaire.

19.Sethuraman (1977) stated in his papers that, informal sector enterprises

are located in or near slum areas. A vast majority of them either have no
premises at all or carry on their business in tents, shacks or other
temporary structures. Most have no access to water or electricity.
Frequently they are shifted far from the market where they must sell their
goods and services.

20.The study of Mahesh Chand in year 1979 aimed at studying the

characteristics of auto-rickshaw transport system and to suggest methods
to improve in the service. This study did not attempt to study the socio-
economic problems and issues of auto-drivers. But the study suggested
improving the auto rickshaw at Bangalore.

21. Paola in year 1981 studied the economics, socio-economic

characteristics, migration, employment and earning of the employees of
the informal sector in Ahmadabad.
22.The other surveys conducted by S.P. Sinha and S.N. Remade in year
1981 explored the economic, employment, wages, welfare facilities and
socio demographic characteristics of women construction workers in
Delhi and Bihar.

23.Walker in year 1981 conducted a socio-economic study of rickshaw

pullers in the city of Nagpur. Nagpur has the highest number of
registered cycle–rickshaw pullers in the country. It is interesting, even in
the present days of modernization much against to Bangalore where the
commuters do not believe ‘one man pulling the other man ‘then the
number of cycle rickshaw pullers are increasing.

24.Anvitha Anand and Rajendra Ravi in year 2002 have studied in their
study that the badge training program conducted for auto rickshaw
drivers in Delhi has been a step towards fostering socially responsible
behaviour on the part of the drivers. The study also reveals the
governmental effort and to discuss the improvements need in public
transport system.

25.Christ raja in year 2006 also made a study on the unorganized workers.
This is the living and working conditions of cycle rickshaws pullers in
Tiruchirappalli district, Tamilnadu. The absolute insufficiency in the
earnings makes it impossible for the rickshaw pullers to have savings for
themselves for their depends to meet their needs in old age or periods of
sickness and unemployment. This causes greater insecurity for these
workers who are in this field and whose working conditions remain in a
very precarious state.
26.Aprana Bhatt In year 2011 tried to examine the political economic that
determines the functioning Mumbai’s auto-rickshaws system it looks at
the various factors involved and interested parties in the system and
current issues faced due to the political economy. The paper also
examined the validity of the reasons for imposing the regulations in the
auto rickshaws system, and thus for the creations of the political
economy.

27.S. Sethuraman in year 2014 is of the opinion that the informal

economics of the auto – rickshaws are not just a socio-economic
problems but a serious ecological concern. This study concentrates on
the current socio-economic condition of auto- rickshaw drivers, the
prospects and the problems encountered by the stakeholders and the role
of social organization in transforming the lives, at large in Palani, this
study concluded that the cause for stress and the uncongenial behavior,
as voiced and as evident from the research, is related to their financial or
economic crunches.

28.Rajesh Raja in year 2015 examined the relation between work life
balance and quality of life among auto rickshaw drivers in Mumbai. The
author has assessed components of work life balance on time balance.
The study constitute not only valuable insights and attract the attention
towards the deteriorating condition of the auto rickshaw drivers and
highlight their work lives, but also provide a tentative point towards the
greater understanding of current scenario under which the auto-
rickshaws drivers are performing their duty.