A Study on Commercial Truck Driver’s Vulnerability in India – Mitigations and Strategies for
enrichment of Truck Drivers lifestyle
By
Dr.P.Senthilkumar* and N.Rajkumar**
Abstract
In recent advancement of technology in transportation engineering, had made the world shrunk
where everything and anything can be reached in a shorter turnaround time. This is the fact as
everyone can experience that the Indian roadways infrastructure has improved significantly. In this
world there is hardly anything which does not involve transportation to reach us, like food grains,
fruits, meat, fishes and other finished items. These are being transported through trucks and truck
drivers have a major role to play in it. With 6 million truck drivers in India, the trucking industry
represents a notable proportion of the labour force (2.5 percent).
It is generally the drop outs from Schools or from the poor families join this profession primarily as a
Cleaner and later learn driving to be called as truck driver. However these truck drivers lead a very
miserable life. The majority of drivers do not own the truck, they work "on their own" or in an
autonomous way on an average of 12.7 hours per day, which has important implications for health
and quality of life. They are underpaid and don’t have any proper time for their food and sleep/ rest.
These truck drivers are highly dependent on the road side eateries. They drive 400 to 600 Kms per day
even taking risk at times with overloaded trucks and poor maintenance of the trucks. The truck drivers
are conditioned for external drug stimulant to stay awake for longer journey. The truck drivers’ engage
in high risk sexual behaviours making them vulnerable to Sexually Transmitted Diseases (STD). They
are twice as likely to acquire the Human Immunodeficiency Virus (HIV) infection and also serve as
bridge population linking with the general population.
As we are dependent on these truck drivers for our daily needs, it is the responsibility of the
Government and automobile industries as part of their Corporate Social Responsibility (CSR) to create
a safer and decent working environment and a social enhancement for the truck driver’s lifestyle in
India. Keeping all the above as the context a detailed survey has been done to depict the vulnerable
lifestyle of the Indian Truck Drivers. Based on the outcome of the survey various rehabilitation
strategies and welfare measures for these truck drivers both in terms of job and infrastructure are
being presented in this paper.
Keywords: Truck Drivers, Vulnerability, CSR, Rehabilitation
1. Introduction
This survey paper focuses on vulnerable jobs of the Indian Commercial truck drivers.
*Program Manager, Product Development-Farm Division, Mahindra Research Valley, Mahindra
and Mahindra Ltd, Chennai, India
**Secretary, Society for Education and Entrepreneurship Development, Chennai, India
In this survey actually 106 commercial truck drivers were interviewed. These truck drivers travel an
average of about 500 kms max per day. The survey was conducted in 4 locations of India and almost
all state drivers equally participated in this survey. This survey was formulated with 33 questions which
comprises of personnel data, environmental factors, safety, awareness on sexually transmitted
disease, government regulations. Most importantly this paper focuses on the lifestyle of the truck
drivers and factors which influence them. Some of the questions were added are about Sexually
transmitted diseases and its awareness. Others may be surprised why these questions are being asked
to a truck driver. The reason behind this is, truck drivers are in to high mobility on major part of the
day and they are away from their families and the truck drivers are spending most of the times in
loading and unloading at the docks and there they find an opportunity to get involved among the
arrangement groups of prostitutes to quench their personnel likings. Also majority of the truck drivers
are prone to high stimulation inhalation of drugs as they have to cover across boundaries carrying
tonnes of goods worth lakhs and crores. This is influences the health condition of the truck drivers
which deteriorates as time passes.
2. Indian Truck Industry
The Indian trucking sector contributes about 4.5-5 per cent (USD 55-60 billion) of the GDP. However,
the sector is plagued the paucity of good-quality highways and expressways. While road freight
volumes increased at a compounded annual growth rate (CAGR) of 9.06 per cent and the number of
vehicles (all types) on Indian roads increased at a CAGR of 10.13 per cent during the period 1950 1951/2007-2008, the GDP at market price grew at a CAGR of only 7.35 per cent during the same
period, indicating that road freight volumes and the number of vehicles (all types) grew at faster rates
compared to the GDP during this period. The total length of roads, on the other hand, increased at a
CAGR of only 3.77 per cent during the period 1950- 1951/2007-2008, implying thereby that the growth
in roads has not been able to keep pace with the growths in road freight volumes and the number of
vehicles (all types) on Indian roads during the same period.
Currently in India 3 million truck drivers are employed for medium and heavy commercial vehicles
for the seamless logistics operation throughout India. Some of the Major commercial vehicle
manufacturers in India are Tata Motors, Ashok Leyland and Eicher Motors. As the competition
grew in India among the commercial vehicles, new companies such as Daimler India Commercial
Vehicles, Mahindra Trucks, Volvo Commercial Vehicles, Man Trucks, AMW, Force Motors are
added to India’s Stable and this is a sure case that the trucking industry in India is growing rapidly.
Now it is left to the commercial vehicle manufacturers to define whether they will be able to help
the truck drivers to reduce their day to day difficulties and provide effective remedies with the
rapid changing environment. At the industry level, the logistics focus is moving towards reducing
cycle times in order to add value to their customers. In order to meet the shortest cycle times,
the truck drivers are put on strenuous efforts to deliver the goods at a faster pace and in parallel
the consequences in terms risk behaviour faced by the truck drivers are not known to the surface
level.
At present the trucking industry faces acute shortage of drivers. As a result the truck industry,
which is the backbone of the transport sector and the economy, is in dire straits. There is enough
cargo to carry but shortage of drivers has dealt a blow to this hugely unorganised industry, which
mainly consists of single vehicle operators.
The truck industry is willing to pay higher salaries to drivers but there are no takers due to harsh
working conditions. Often drivers are forced to be behind the wheels for over 15 hours a day as
against the mandated 8 hours. There is a stigma in the society towards truck drivers. While bus
and taxi drivers command respect in the society, truck drivers do not. In addition, in the past
cleaners graduated to become drivers, today no one wants to become a cleaner either.
Five years ago, there was over-supply of drivers, who had to wait in queue for their turn to drive
the vehicles. However, today the situation is starkly different, forcing many owners to take to
the wheels themselves.
3. Literature Review
3.1 Review of Literature on truck driver’s lifestyle from Africa and comparison with India truck
Drivers
Jef Mark (1999), in his paper titled “Long-distance truck drivers' sexual cultures and attempts to
reduce HIV risk behaviour amongst them: a review of the African and Asian literature” addressed that
long-distance truck drivers have been implicated in the early geographical spread of HIV in the African
and Asian epidemics where the driver sexual cultures are poorly described. In his literature on African
and Asian truck drivers he had reviewed the driver sexual cultures in Nigeria, Zimbabwe and India.
Aspects of driver sexual cultures are compared between Nigeria, where drivers had multiple regular
partners at any one time, and India, where most drivers had multiple commercial partners at short
intervals.
3.2 Review of Literature about truck driver’s in Nepal
S.R.Niraula et.al (2003), assessed the awareness of long distance truck drivers regarding the STDs and
HIV/AIDS in Dharan town of eastern Nepal. Around 429 truck drivers who were registered in the city
of Dharan were interviewed through a pre-tested structured schedule. The average age of the drivers
turned about to be 37 years and among them 7.1 % were illiterate. 70% of the population knew about
HIV/AIDS and 40% knew about STDs. The study also revealed that 21% of them had extra-marital
affairs and half of them didn’t use condom.
3.3 Review of Literature about Indian truck drivers
Kartikeyan et.al (2004), did a complete enumeration cross-sectional study to compare social and
health profile of truck and tempo drivers in Bhiwandi taluka of Thane District in Maharashtra. The
study revealed that the differences in distribution were statistically significant between the two
groups as regards education, average monthly income, marital status, religion, habits/addictions and
health problems. The frequency of injuries due to road accidents was significantly among the truck
drivers.
S Chaturvedi et.al (2006), studied the knowledge of long distance truck drivers about HIV/AIDS and to
study the sexual behaviour of these drivers with reference to HIV/AIDS. A Cross sectional study was
conducted on Pune - Ahmednagar highway. Age, educational status, sexual behaviour and knowledge
were studied among long distance truck drivers. Chi square, mean and SD were calculated and they
had found that out of 283 truck drivers 275 (97.2%) were aware of HIV/ AIDS. Though 268 (94.69%)
had knowledge of transmission by heterosexual route, knowledge of other routes of transmission was
lower. The authors had concluded that safe sex and use of condom has to be energetically promoted
among long distance truck drivers.
J A Schneider et. al. (2008) studied the relationships between hygiene, sexual behaviour and HIV
infection which are poorly understood. The authors examined these relationships in Indian truck
drivers, a group at high risk for HIV infection. Truck drivers (n ¼ 189) were recruited into an integrated
HIV and hygiene Information Motivation (IM) programme. Socio demographic characteristics, sexual
and hygiene behaviour and HIV prevalence were determined. Multivariate logistic regression and
linear generalized estimating equation models were utilized. Personal hygiene habits, like hand
washing, seem to be a modifiable behaviour after a modest intervention, whereas HIV risk-taking
behaviour was not. The authors suggested that the association between hygiene and HIV risk-taking
need for further evaluation of the relationship and that of other hygiene practices in high-risk men in
India.
Annie Dude et. al. (2010) conducted a survey in the HIV high prevalence state of Andhra Pradesh by
interviewing 189 truck drivers from Gati Ltd. This survey was conducted with collection of blood
samples from the truck drivers. Multivariate regression models were used to predict the HIV infection
and high risk behaviours. The authors conclude that time away from home; income and marital status
were the strongest correlates of genital symptoms for sexually transmitted diseases and high risk
behaviours. One more finding was that the low HIV prevalence was observed from the group of
married and who visit frequently to their homes.
Arvind et. al (2012) conducted a study on comparison between married to unmarried truck drivers.
The study revealed that unmarried truck drivers were significantly more likely to have sex with nonregular female partners (30.2 versus 66.9%, OR: 5.7, 95% CI 3.6-8.9), less likely to use condom
consistently with non-regular female partners (50.1 versus 38.8%, OR: 0.7, 95% CI: 0.4-1.1) and more
likely to have HIV (3.7 versus 3.4%, OR: 2.7, 95% CI: 1.1-6.5). The study also concludes that unmarried
truck drivers have a higher HIV risk behaviour and consequently they were more likely to have HIV
than married drivers. Despite of high-risk behaviours, risk-perception remains low among both
married and unmarried truck drivers.
Patil et. al (2012) studied the knowledge, attitude and practices of truck drivers regarding HIV/AIDS
and to find out the prevalence of unsafe sexual practices in truck drivers. This study was conducted
from at 4 districts of Maharashtra namely Aurangabad, Parbhani, Chandrapur and Gadchiroli. Total
850 truck drivers were interviewed at octroi check posts with pretested questionnaire. Results
revealed that 404(47.52 %) truck drivers were aware about HIV and heterosexual route as mode of
transmission but knowledge about other routes was lower. The author concluded that the truck
drivers were at greater risk of contracting HIV/AIDS and have little or no knowledge of AIDS and its
spread.
Pandey et.al (2012), in their paper stated that alcohol use has been found to correlate with risky sexual
behaviour as well as sexually transmitted infections among populations with high-risk behaviour in
India. The study revealed that alcohol consumption was highly prevalent over the illiterate drivers and
also had higher nexus to STI than those who did not consume alcohol. Their study concluded that
reduction in alcohol or no alcohol consumption has direct correlation to less prevalence of sexually
transmitted diseases.
Satish Kumar (2012) in his paper stated that HIV/AIDS is the worst plague the world is fighting today.
No one is immune to HIV. But same group are high risk group for HIV infection due to their profession,
living conditioned others and among this high risk group for HIV infection the truck drivers are one of
main high risk group due to migratory nature of their profession. The author had documented the
level of awareness about HIV/AIDS among the truck drivers playing on National- Highway-65 (AmbalaHissar) in Kaithal district of Haryana. Sixty truck drivers were interviewed for this study on the road
side Dhaba near Titram Moar in Kaithal district in Haryana. Results revealed that an over whelming
majority about eighty percent of the respondent had heard about HIV/AIDS. 83.3 percent respondent
had knowledge about sexual route of HIV infection and 80 percent of the respondent got knowledge
about HIV/AIDS from friend. Thus friend circle was the main source of HIV/AIDS awareness. The author
suggests that the social worker truck operated union should work together to enhance the HIV/AIDS
awareness among truck drivers.
Bhovi RA et. al (2013) in their paper discussed that the long distance truck drivers to ease their
loneliness often engage in high risk sexual behaviour by having unsafe sex with fellow crew members
or visiting commercial sex workers (CSW). The authors had done a study about the awareness and
attitude about HIV / AIDS among long distance truck drivers. The study involved 440 long distance
truck drivers who park their vehicles at dhabas near National Highway passing through Bijapur were
interviewed. Data was collected using pretested questionnaire.
Prem Kumar SG et. al. (2013) studied to further understand on contact of truckers with existing HIV
prevention services and to assess willingness for new HIV prevention strategies. A total of 1,800 truck
drivers and helpers aged 16-65 yr. passing through Hyderabad were approached to assess contact
made with HIV prevention programmes, history of previous HIV testing and their acceptance for
circumcision, oral HIV testing, new medications to control HIV and telephonic counselling. Dried blood
samples were collected on filter paper and tested for HIV. Multiple logistic regressions were
performed for analysis of association between contact with HIV prevention programme and sociodemographic, sexual risk behaviour variables and work characteristics. The findings showed that
truckers had low contact with HIV prevention programmes, suggesting a need for urgent measures to
reach this population more effectively. The willingness for new HIV interventions was high except for
circumcision. These findings could be used for further planning of HIV prevention programmes for
truckers in India
4. Objectives
The main objective of this paper is to,
1. Identify the lifestyle of the truck driver’s and factors which influence them.
2. To formulate appropriate strategies for mitigation and enriching the lifestyle of the truck
driver’s.
5. Tool Used and Sampling Method
In this survey paper, a specifically developed questionnaire was developed considering the factors like
personnel data, environmental factors, safety, awareness on sexually transmitted disease,
government regulations.
Interview schedule was planned in 4 locations of India especially in New Delhi, Gujarat, Kolkata and
Chennai. The survey was done using event sampling where the truck drivers were passing by the toll
plazas, Near Ports etc.
By using Chi-Square test and ANOVA important factors affecting the truck driver’s lifestyles were
tested and solution were proposed with strategies and how to mitigate to enrich the truck driver
lifestyle
6. Survey Findings
The sample size taken for this survey is 106 commercial truck drivers from 4 locations of India. The
survey questionnaire was formulated in such a way to cover all aspects of the truck driver lifestyle
which influences him in his day to day activity.
The Survey started with the general introduction and the purpose of the survey was explained upfront
to the truck driver. It is observed that major of the truck drivers interviewed were under the age band
of 25 years to 40 years and to be specific the majority of the drivers were close to 40 years band. The
age distribution of the truck drivers are presented in table 1.
Table 1: Age Profile
Age Interval
Percentage
< 25 Years
9%
25 Years to 40 years
39%
41 Years to 60 Years
28%
>60 Years
24%
Total
100%
Table 2: Geographical Location
Location
Percentage
North
19%
East
29%
South
37%
West
15%
Total
100%
The Marital status data of the truck driver is presented in the table 3. The findings also shows majority
of the truck drivers are married. The gap between the unmarried and widower is negligence. We could
also interview some of the drivers who got divorced because of their illegal affair with other women.
Education levels of the truck drivers were taken as important factor and it is presented in Table 4. This
was considered in order to co-relate with other associated factors which will be presented in the later
part of the paper. The distribution shows that 27% of the sample population were below 10th standard
and on the other hand it is surprising that 28% were found to be graduates and all these 28% of the
sample population got graduated majorly through distance education and few of them were cleaner
turned drivers.
Table 3: Marital Status
Table 4: Education Level
Marital Status
Percentage
Education Level
Percentage
Married
31%
Below 10th Std
27%
Unmarried
27%
10th Std
28%
Widower
26%
12th Std
17%
Divorce
16%
Graduate
28%
Total
100%
Total
100%
In this survey, the ownership factor also was discussed and presented in table 5.The ownership of
driver to a truck is around 13% and drivers who work for logistics organization is 81% which is a major
content out of the sample population. This was discussed with them on when they become owner to
a truck. The answers to that was not proper as the truck drivers were not confident enough about the
future traits as how to succeed to become an owner for a truck.
The salary part of the distribution is shown in table 6. The observation is that 56% of the sample
population is getting a monthly salary ranging from 10000 INR to 15000 INR and thus there is a direct
co-relation to the truck ownership. Since their monthly salary for majority of them ranges in this band,
they do not find an outcome/resource to save money to buy own truck or to take lease of a truck.
Table 5: Ownership Profile
Ownership Profile
Percentage
Owner
13%
Not Owner
81%
Lease
6%
Total
100%
Table 6: Monthly Income
Monthly Income
Percentage
<10000 INR
15%
10000 INR to 15000 INR
56%
15000 INR to 30000 INR
13%
> 30000 INR
16%
Total
100%
Over all trucking experience is presented in Table 7. The observation reveals that there is no significant
difference between the trucking experiences. However, 28% of the sample population were having
trucking experience less than 2 years and these drivers started their career as cleaners once and
turned about to be drivers.
In table 9, kms travelled per day is presented and the observations reveals that 31% of the truck
drivers travel 300 kms to 500 kms per day. 26% of truck drivers travel 500 kms to 700 kms per day.
Many of the intrastate truck drivers travel less than 300 kms per day (like travelling from Chennai to
villupuram or Chennai to Vellore etc.) and the percentage turns out to be 23%.
Table 7: Trucking Experience
Table 8: Trucking Range
Trucking Experience
Percentage
Trucking Range
Percentage
< 2 Years
28%
Interstate
53%
3 Years to 10 Years
26%
Intra State
47%
11 Years to 20 Years
26%
Total
100%
> 20 Years
20%
Total
100%
During transit or after transit the truck drivers normally halt for rest and this is presented in the table
10. The observation reveals that 42% of drivers rest for 4 to 5 hours per day after transit complete and
few of them rest for less than 3 hours which turns out to be 24%. Rest of the drivers halt for 5 to 9
hours which computes 34 % and these drivers are happened to be halting at the metro ports for
clearance of goods which consumes a major time and thus the drivers are put to a halt for more hours
and these resting time finds the driver to engage themselves in vulnerable activities.
Table 9: Kilometers Travelled per Day
Kilometers per Day
Percentage
< 300 Kms
23%
300 Kms to 500 Kms
31%
500 Kms to 700 Kms
26%
> 700 Kms
20%
Total
100%
Table 10: Rest Hours Per Day
Rest Hours per Day
Percentage
< 3 hours
24%
4 hours to 5 hours
42%
5 hours to 7 hours
17%
8 hours to 9 hours
17%
Total
100%
As these truck drivers were subjected to more number of hours in roads, questions like no of days and
no time these truck drivers take leave or visiting their homes were asked and respective observations
are presented in table 11 and table 12.
Table 11: Off Days per Month
Off Days per Month
Percentage
< 2 days
25%
2 days to 4 days
20%
5 days to 7 days
29%
> 7 days
26%
Total
100%
Table 12 : Home visit per Month
Home visit per Month
Percentage
< 2 days
19%
2 days to 4 days
25%
5 days to 7 days
28%
> 7 days
28%
Total
100%
Hygiene is one of the prime factor for any human being and since the truck drivers are pilots for the
Indian logistics systems they have to be treated with hygiene food and thus the table 13 presents the
distribution between truck drivers eating at road side dhabas and decent restaurants. The observation
reveals that 56% of them eat at road side dhabas and 44% eat in decent restaurants. Table 14 is
corollary to table 13 on the observation of truck drivers having sex with multiple partners and drivers
who did not reveal about this questions. It is majority of them who eat at road side dhabas are prone
to have multiple sex which turns about to be 68% and rest 32% claim that do not have sex with others
during in transit.
Table 13: Eating Place
Eating Place
Percentage
Road Side Dhaba
56%
Restaurants
44%
Total
100%
Table 14: Sexual Affair
Sexual Affair
Percentage
Having multiple sex
68%
No Sex
32%
Total
100%
Condom usage and aware ness on aids was interviewed among the truck drivers and is presented in
table 15 and table 16. It is to the surprise that 51% of those who use condom while involving in sex
affair are aware of AIDS and rest 49% do not use condom and their awareness on AIDS is not
substantial as they do not know how does AIDS spread. These percentage people have different
perceptions on awareness of AIDS.
Table 15: Condom Usage
Condom Usage
Percentage
Use Condom
51%
Don't Use Condom
49%
Total
100%
Table 16: AIDS Awareness
AIDS Awareness
Percentage
Awareness on AIDS
51%
Not aware of AIDS
49%
Total
100%
Highway medical centres are nowadays should be requirements and table 17 presents the presence
of highway medical centres on national highways. 19% of the truck drivers claim that there medical
centres on highways and majority of the truck drivers which is 81% claim that there are no substantial
medical centres on national highways.
During the survey the drivers were asked if government would come up with recreational facilities on
highways to relax the drivers and have some extracurricular activities, there was an overwhelming
response from the majority population of the truck drivers which turns about to be 74% referring to
table 18.This outcome reveals that the truck drivers are in need for such recreational centres on
highways to de stress their fatigue.
Table 17: Highway Medical Centre’s
Table 18: Recreational Facilities
Presence of Medical Centers
Percentage
Degrees of Happiness
Percentage
Medical Centers
No Medical Centers
Total
19%
81%
100%
Happily Welcome
Occasional Visitor
Not Bothered
Total
74%
16%
10%
100%
As the logistics owners are interested to make profit in quicker means, they over load the truck and
the level of loading condition is presented in table 19. 29% of the truck drivers claim that they drive
the vehicle under over load condition with poor maintenance of the trucks. Sometimes the trucks are
being driver with poor tires which loses stability and one of the main reason for the cause of accidents.
Table 19: Loading Condition
Nature of Loading
Percentage
Rated Load
25%
Under Load
20%
Over Load
29%
No Load
26%
Total
100%
Table 20: Awareness on Safety
Awareness on Safety
Percentage
Wear Seat Belt
41%
Don’t Wear Seat Belt
35%
No Seat Belt
24%
Total
100%
Consumption of Alcohol and no. of accidents are presented in table 21 and table 22. In table 21, 56%
of the truck drivers claim that they consume alcohol after completion of the respective trips. Rest 44%
of the truck drivers claim that they do not consume alcohol which the team did not believe in the truck
driver’s feedback.
Table 21 : Alcohol Consumption
Alcohol Consumption
Percentage
Yes
56%
No
44%
Total
100%
Table 22: Accidents Profile
Accidents Profile
Percentage
Zero Accidents
16%
< 5 Accidents
35%
5 to 10 Accidents
39%
> 10 Accidents
10%
Total
100%
Root cause for the accidents on highway is presented in table 23 and major accidents happen due to
opponent’s mistake and drowsiness which comprises of 27% and 28% respectively. When interviewed
with the truck drivers it is understood from them that the accidents happen mostly during the early
hours of morning between 3.00 AM and 6.00 AM where the truckers feel drowsy and a slip of the eye
contact causes a major catastrophic accidents and this is in correlation to the safety on highways which
is presented in table 24.
Table 23: Accident Root Cause
Accident Root Cause
Percentage
Poor Maintenance
24%
Drug Consumption
21%
Opponents Mistake
27%
Drowsiness
28%
Total
100%
Table 24: Highway Safety
Highway Safety
Percentage
Highly Unsafe
23%
Unsafe
24%
Occasionally Unsafe
30%
No fear While Driving
23%
Total
100%
The relationship between the truckers and cops were studied and the harassment by cops to truckers
were surveyed and the results are presented in table 25. The survey reveals that 73% of the truckers
claim that the cops harass them demanding money even if all the regulated papers are in hand. This
is one critical factor which needs to be addressed and escalated. One of the trucker while interview
revealed that one of the cops collected 50000 INR in 45 minutes as bribe in on the dense populated
traffic signal in Chennai located near the Port.
Table 25: Police Harassment
Police Harassment
Percentage
Yes
73%
No
27%
Total
100%
Table 26 : Relationship with Logistics Company
Degrees of Happiness
Percentage
Overwhelming Happy
25%
Happy
42%
Not Happy
33%
Total
100%
7. Survey Analysis
In this section the observations are statistically tested to find out the association and significance
between one factor and the other. To analyse statistically Chi Square test and two way anova methods
have been used to check the association and significance between each factor.
The Significance level considered in this analysis is α = 0.05. Chi-Square test was done for 10
associations to check the dependencies between categories as shown in Table 27. The “p” value is
calculated based on the observed frequency and expected frequency. Later the “p” value is compared
to the “α” value and the inferences are measured/noted. For every associations, a null hypothesis (H0)
and alternative hypothesis (H1) is predetermined.
Now referring to table 27, it is observed that the associations which are dependent are between age
of the truck drivers and the ownership levels where the p = 0.01 which is less than α = 0.05. Hence the
H0 is rejected and H1 is accepted.
Next the association between age of the truck drivers and type of trucking (inter and intra state) is
found to be dependent where p = 0.001 which is less than α = 0.05. Hence the H0 is rejected and H1 is
accepted. An Association between recreational facilities on highway and change in lifestyle / habits
was compared and it is observed that p = 0.02 and less than α = 0.05.Hence the H0 is rejected and H1
is accepted. This shows that these two factors are dependent where there will be a change in the truck
driver’s lifestyle and habits when there are more recreational facilities on highway which will help
them to distress their tiredness after several kms of journey. Another association between AC and
Non AC cabin with government influencing Truck manufacturers to provide mandate AC cabins was
studied. The responses were significant with p = 0.02 and less than α = 0.05. Hence the H0 is rejected
and H1 is accepted. However, 44 truck drivers out of the sample population claimed that they would
not like to have AC cabins as the fuel efficiency of the vehicles will come down and they have to show
a cause to their logistics owner for drop in fuel efficiency. This reveals that the low grade logistics
owners need to be addressed about the consequences and vulnerabilities these truck drivers undergo
and they must prepare a road map in order to reduce the stress levels of the truck drivers.
Table 27 : Chi Square Test Inference between Categories and Inferences
Sl.No
1
2
Categories
5
p>α
Not
Dependent
0.1
0.05
p>α
Not
Dependent
0.001
0.05
p<α
Dependent
0.05
p>α
Not
Dependent
0.96
0.05
p>α
Not
Dependent
0.58
0.05
p>α
Not
Dependent
0.05
p>α
Not
Dependent
0.05
p>α
Not
Dependent
0.72
0.05
p>α
Not
Dependent
0.02
0.05
p<α
Dependent
0.05
p<α
Dependent
0.05
p>α
Not
Dependent
Monthly Salary
Interstate and Intra
State Driving
0.29
Trucking Experience
Interstate and Intra
State Driving
Off days per month
0.54
No. of times visiting
home per month
0.75
H0: No dependency between accidents and alcohol consumption
H1: Dependency between accidents and alcohol consumption
Alcohol Consumption
H0: No dependency between recreational facilities and lifestyle
H1: Dependency between recreational facilities and lifestyle
Change in Lifestyle
H0: No dependency between AC/Non-AC cabin and mandate AC Cabin
H1: Dependency between AC/Non-AC cabin and mandate AC Cabin
AC/Non AC cabin
13
0.05
H0: No dependency between trucking range and visit to home / month
H1: Dependency between trucking range and visit to home / month
Recreational Facilities on Highway
12
0.72
Trucking Experience
H0: No dependency between Rest per day and off days per month
H1: Dependency between Rest per day and off days per month
No.of Accidents
11
Dependent
H0: No dependency between Rest per day and trucking range
H1: Dependency between Rest per day and trucking range
Interstate and Intra State Driving
10
p<α
H0: No dependency between monthly salary and trucking experience
H1: Dependency between monthly salary and trucking experience
Resting per day
9
0.05
H0: No dependency between trucking experience and trucking range
H1: Dependency between trucking experience and trucking range
Resting per day
8
0.015
H0: No dependency between age and trucking range
H1: Dependency between age and trucking range
Interstate and Intra
Age of the truck Drivers
State Driving
Monthly Salary
7
Dependent
/ Not
Dependent
H0: No dependency between education and monthly salary
H1: Dependency between education and monthly salary
Trucking Experience
6
Inference
Age of the truck Drivers
Ownership Level
H0: No dependency between age and trucking experience
H1: Dependency between age and trucking experience
Education of the Truck Drivers
4
α Value
H0: No dependency between age and ownership profile
H1: Dependency between age and ownership profile
Age of the truck Drivers
3
p Value
Mandate AC Cabin
Happy or Not Happy
0.02
H0: No dependency between usage of condom and awareness on AIDS
H1: Dependency between usage of condom and awareness on AIDS
Usage of Condom
Awareness on AIDS
0.21
Rest of the 8 associations are not dependent with the selected categories like age and trucking
experience, education level and monthly salary, trucking experience and type of trucking, monthly
salary and trucking experience, rest taken per day and type of driving and No.of off days per month
and awareness on AIDS to usage of condoms. The most critical and surprise association is that between
the no. of accidents and alcohol consumption was observed to be not dependent between the
categories. However it was thought vice-versa. It is evident that irrespective of alcohol consumption,
accidents take place in a way or other due to negligence, high speed, opponent’s mistake and due to
drowsiness as well.
Some of the factors were tested using two way anova method and is presented in table 28. It is
observed from the two way anova that certain factors have significant difference between the
treatments like Age factor of the truck drivers, no. of accidents occurred. However, Vehicle loading
condition, alcohol consumption, multiple sexual affairs, and awareness of AIDS are with no
significance between the treatments for the given frequency of truck drivers.
The occurrence of accidents with respect to vehicle loading condition and alcohol consumption are
not dependent. Irrespective of vehicle loading condition and alcohol consumption the accidents occur.
Second, on the age factor when compared with co-relation with awareness of AIDS and multiple sexual
affairs does not dependent with each other. Irrespective of age the truck drivers tend to sexual affairs.
The reason behind sexual affairs being interrelated with all ages of interval of truck drivers is that
because of the high stress which are being undergone by these drivers. Moreover, these truck drivers
spend hours in night traffic near highways and ports where there are possibilities for these truck
drivers get mingled with sexual high risk behaviour. As these drivers are high in mobility they do not
have sexual affair with single sex worker and indulge in multiple sexual relationships.
As for as the survey on usage of condoms more than 50 % has confirmed that they use condoms and
rest of the population had claimed that do not use condom and the awareness of AIDS is very pure
and the understanding of AIDS is varied and they were not aware how HIV spreads among the truckers
community. The Percentage distribution is shown in Fig 1 and Fig 2.
Fig 1: Awareness in AIDS
Fig 2: Usage of Condoms
The survey findings reveals the truck drivers are subjected to high risk behaviours and they are notably
significant in transfer of AIDS among the mobility population. In addition alcohol and other drug
consumption is predominantly observed in the trucking community. The reasons behind these are
mainly due to the tiresome work these truck drivers undergo every day.
Table 28: Two Way Anova Method without replication for critical factors
Sl.No
1
2
3
4
Factors
F Cal
F Cri
Inference
Hypothesis:
H0 : No Significant difference between different treatments of accidents for a given frequency of truck drivers.
H1 : Significant difference between different treatments of accidents for a given frequency of truck drivers.
F Calculated is greater than F Critical and hence H1 is accepted and there
No. of Accidents Occurred
9.40
3.86
is significant difference the treatments accidents for given
frequency of drivers.
Hypothesis:
H0 : No Significant difference between different treatments of vehicle loading condition for a given frequency of truck
drivers.
H1 : Significant difference between different treatments of vehicle loading condition for a given frequency of truck drivers.
F Calculated is less than F Critical and hence H0 is accepted and there is
Vehicle Loading Condition
0.65
3.86
no significant difference the between the treatments of different
loading conditions with a given frequency of drivers
Hypothesis:
H0 : No Significant difference between different treatments of alcohol consumption for a given frequency of truck drivers.
H1 : Significant difference between different treatments of alcohol consumption for a given frequency of truck drivers.
F Calculated is less than F Critical and hence H0 is accepted and there is
Alcohol Consumption
6
10.12 no significant difference the between the treatments of Alcohol
consumption with a given frequency of drivers.
Hypothesis:
H0 : No Significant difference between different treatments of accidents for a given frequency of truck drivers.
H1 : Significant difference between different treatments of accidents for a given frequency of truck drivers.
F Calculated is greater than F Critical and hence H1 is accepted and there
No. of Accidents Occurred
33.44
9.27
is significant difference the treatments accidents for given
frequency of drivers.
Hypothesis:
H0 : No Significant difference between different treatments of multiple sexual affairs for a given frequency of truck drivers.
H1 : Significant difference between different treatments of multiple sexual affairs for a given frequency of truck drivers.
F Calculated is less than F Critical and hence H0 is accepted and there is
Multiple Sexual Affairs
3.35
10.12 no significant difference the between the treatments of multiple
sexual affairs with a given frequency of drivers.
Hypothesis:
H0 : No Significant difference between different treatments of age of truck drivers for a given frequency of truck drivers.
H1 : Significant difference between different treatments of age of truck drivers for a given frequency of truck drivers.
F Calculated is less than F Critical and hence H0 is accepted and there is
Age
1.59
9.27
no significant difference the between the treatments of age with
a given frequency of drivers.
Hypothesis:
H0 : No Significant difference between different treatments of AIDS Awareness for a given frequency of truck drivers.
H1 : Significant difference between different treatments of AIDS Awareness for a given frequency of truck drivers.
F Calculated is less than F Critical and hence H0 is accepted and there is
Awareness on AIDS
1.60
10.12 no significant difference the between the treatments of
awareness on AIDS with a given frequency of drivers.
Hypothesis:
H0 : No Significant difference between different treatments of age of truck drivers for a given frequency of truck drivers.
H1 : Significant difference between different treatments of age of truck drivers for a given frequency of truck drivers.
Age
20.60
9.27
F Calculated is greater than F Critical and hence H1 is accepted and there
is significant difference between the treatments of age for given
frequency of drivers.
To overcome the hurdles faced by these truck drivers, there should be more than one channel to get
fused in order to facelift truck drivers as it is being done in nowadays automobiles for every three
years to compete in the global competition. When specified more than one channel, it can be
government, commercial vehicle manufacturer and media as well.
7.1 Survey Major Conclusions
After the survey exercise and findings through analysis, it is objectively evident that the truck drivers
are at huge risk in terms of behaviour, safety, health and with environmental factors. The survey
finding concludes that there is a necessity to address the truck driver’s vulnerabilities in order to enrich
their lifestyle. The outcomes and the grievances captured through this finding is that there is no proper
road infrastructure, no better place to eat healthy food, poor highway safety, high risk sexual
behaviour and STD, low salary and low end facilities in trucks.
In this paper they survey outcomes also reveals the data on police harassment. Whenever the truck
drivers are entering into a new city or state, the highway police literally wait for them, threatening
them to pay or else get their vehicle documents and license revoked. One of the trucker conveyed
that all these are however they are used to it nowadays. It is the responsibility of government of India
to take necessary measures to patrol these areas of high density bribe areas with vigilance department
to control the harassment of the police.
In the next section the strategies and enhancement of truck driver’s lifestyle is discussed.
8. Strategies for Mitigations
In the previous sections all the parameters related to vulnerable jobs underwent by truck drivers were
discussed. This paper does not just conclude by only analysing the survey findings. In this section some
of important strategies are being discussed to enhance the truck driver’s lifestyle and how to mitigate
the existing vulnerabilities which they had undergone in the past.
As mentioned in the previous section, to overcome the hurdles faced by the truck drivers there has to
more than one channel or platform who can fuse to make a significant change in this country to
enhance the truck driver lifestyle.
The strategies are driver wellness programs through government bodies to create wellness
demonstrations of how being healthy. A fully integrated well ness program can develop an
environment that motivates healthy options, gives access to health promotion resources and makes
healthy living life as priority.
8.1 Wellness lessons and Social Networking
Wellness lessons from logistics organization, the perspective of creating a bottom line wellness
program directly under the corporate social responsibility aspect in order to improve the well-being
of truck drivers.
Creating social networking health outreach program for truck drivers in the ongoing creation where it
is anticipated that this effort will result in greater acceptance as well as foster mutual support within
the truck driver community.
8.2 Creation of Driver Training Institutes
Commercial Truck Manufacturers to adopt truck drivers through driver training institutes and giving
them job with substantial salary. This is one of the best strategies which Ashok Leyland limited had
started in the past and doing well. The objective is to train the drivers and attach these drivers to the
respective owners who buy the trucks from Ashok Leyland Ltd. The Job security is ensured to the truck
driver and the respective person can be shuffled from Logistics Company to other logistics company
like a job rotation as prevailing with high profile corporate employees.
8.3 Corporate Social Responsibilities
Corporate Social Responsibility (CSR) has to be taken up by each truck manufacturing company to
come forward and set up recreational facilities which includes resting area, sports, swimming pool,
and hygienic medical canters for any emergency. During the survey this question was most liked by
many of the drivers.
8.4 High End Technology aspects in Trucks
Comparatively the Indian trucking sector is not much focussing on the high end technologies in the
commercial vehicles. This is one of the important aspects which is going to address improved
ergonomics and comfort for driver in Indian driving condition. The focus has to be on the psychological
and behavioural pattern of Indian drivers along with the Ergonomic issues. Driver’s comfort is not even
a factor in existing Indian trucks. Driving a truck in Indian condition such as the condition of roads and
other factors are not up to the standard. Driving throughout the day in such conditions leads to
physical and psychological deterioration of drivers. This may even lead to accidents. So it is the
responsibility or need from the commercial vehicle manufactures to adopt high end technology
considering ergonomics and comfort for existing driving conditions in India. There is a wide scope to
implement AMT, AC cabins, 4 point suspended cabin. This migration to high end technology solutions
are very much prevalent in western and European countries and truck manufacturers in India has to
adopt these technologies to reduce the fatigue and this may result in improved healthy life.
8.5 Truck Driver to an Entrepreneur
Another new terminology is Truck Driver to an entrepreneur. This is not followed by all logistics
operator. The logic behind this is the logistics operator hire a truck driver and gives him a target for
fuel consumption and operational cost per day and he is directed to spend with in the specified limit
including the maintenance as well. At the end of the fifth year the truck which the driver had
maintained becomes the owner of the vehicle by giving a very meagre depreciation amount compared
less than the market rate. This strategy ensures truck driver retention and finally the truck driver owns
a truck. These limitations constraints the truck driver in not leading to high risk sex behaviours and
reduces drug consumption. He saves the money for the maintenance of the truck with the ambition
of owning a truck.
The above said strategies and improvement in national highway infrastructure will help the truck
drivers to de stress and enhance their lifestyle with wellbeing and good habits taking away from being
handling vulnerabilities in their life.
9. Conclusion
From all the survey outcomes it is evident that the truck drivers have the biggest issue with the public
that they are seen as migrators of sexually transmitted diseases. However, the truck drivers are the
lifeline of India.
One more critical findings is that the truckers tire themselves for hours and to distress them they are
involved in multiple sexual affairs and to de fatigue them they consume drugs and alcohol. When
interviewed with the truckers about implementing highway recreational facilities and warehouses
which includes medical facilities, they had welcomed it. This paper puts forth to the commercial
vehicle manufacturer that as part of corporate social responsibility they set up these facilities on
highways duly maintained by them. It is not just selling the trucks also to ensure that they take of the
truckers who drive their trucks and these facilities also addresses the highway safety as well.
From the statistical analysis and data, it is evident that many factors like age and number of accidents
occurring on the highways are significant among the treatments with the given frequency of drivers.
The accidents are due to various factors. To overcome this, government of India should come up with
measures to improve the road infrastructure and vehicle manufacturers to benchmark global
manufacturers to migrate to modern high end trucks with bear minimum AC cabins to reduce the
fatigue of the truck drivers.
Finally few strategies are being discussed to enhance the lifestyle of the truck drivers. It is believed
that the strategies which are listed above will surely drive a positive change in the truck drivers
community where currently the truck drivers are used as only tool but in future with these wellness
strategies it gives them and our public to view as common public or human beings.
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