International Journal of Engineering Advanced Research eISSN: 2710-7167 | Vol. 4 No. 3 [September 2022]
Journal website: http://myjms.mohe.gov.my/index.php/ijear
FACTORS AFFECTING THE DECISION TO CHANGE FROM BAJAJ DRIVER TO OTHER JOBS, PHNOM PENH CASE
Udor Morm1*, Veng Kheang Phun2 and Yat Yen3
1 2 3 Transport and Infrastructure Engineering, Institute of Technology of Cambodia, Phnom Penh, Cambodia
*Corresponding author: [email protected]
Article Information:
Article history:
Received date : 21 September 2022 Revised date : 25 September 2022 Accepted date : 28 September 2022 Published date : 29 September 2022
To cite this document:
Morm, U., Veng, K. P., & Yat, Y.
(2022).FACTORS AFFECTING THE DECISION TO CHANGE FROM BAJAJ DRIVER TO OTHER JOBS, PHNOM PENH CASE. International Journal of Engineering Advanced Research, 4(3), 153-166.
Abstract: Phnom Penh is the capital city of Cambodia.
Transportation is growing quickly (inter-city) due to the rapid increase in population and vehicles mainly spurred by the country’s vital economic growth. Citizens are convenient with private vehicles, as a result, increasing traffic congestion, traffic jams, and traffic accidents. To reduce the number of private vehicles, para-transit, Auto- rickshaws (Bajaj), play an important role since 2016, and it provides better services (door-to-door) in the city. The number of registrations of Bajaj is increasing quickly from 3,232 in February 2018 to 14,338 in November 2018 according to the Department of Public Works and Transport (DPWT) of Phnom Penh. A huge number of Bajaj drivers could provide efficient services as a public transport mode, but more Bajaj drivers with fewer passages make their income not stable, especially during the COVID-19 pandemic outbreak. As a result, some Bajaj drivers have decided to sell out their Bajaj and change their job. It was an interesting phenomenon in the transport sector that encourage authors to study it. Thus, the objective of this study is to examine factors that influence the intention of Bajaj drivers to change from paratransit service provers to another job in the city. The study employed interviews face-to-face and phone calls with 62 respondents who work and used to work as Bajaj drivers in Phnom Penh. Then summarize responses from respondents to find higher frequency responses. Based on our study findings, less income (36%), fewer passengers
1. Introduction
Auto-rickshaw, Bajaj, is the efficient public transport mode in Phnom Penh that provides flexible transport service (Phun et al., 2015), and it is an indispensable public transport mode when mass transit systems do not provide efficient services (Phun & Yai, 2016). In developing countries, auto- rickshaws are an essential public transport mode (Chinniah & Kalimuthu, 2014), and users’
perception is based on service quality, safety and security, environmental sustainability, and headway of services (Sharma et al., 2020). Phnom Penh, Bajaj, TVS are operating everywhere around the city that most people have called “Pass App”, the name of the ride-hailing app (RHA).
According to the DPWT, the number of Bajaj registrations is increasing quickly from 3,232 in February 2018 to 14,338 in November 2018. In Phnom Penh, traffic congestion is a result of increasing of the auto-rickshaws, the failure of private vehicles in observing road rules, and the lax of law enforcement (Chan, 2019). When the number of Bajaj drivers is increasing, it has a benefit for users such as reduce waiting times and the fare structure of RHAs. In contrast, issues are happening to the rickshaw drivers especially for Bajaj drivers that have huge number of workers. Not only the increasing of Bajaj drivers that have effected on their work, but the COVID- 19 pandemic has effected on Bajaj drivers too such as reducing number of trip makers and changing transport modes (Abdullah et al., 2020). As a result, some Bajaj drivers have sold their Bajaj and some are on sale. It is important to make clearly on this problem come from, and finding factors that have affected on it. There are some relevant studied such as para-transit characteristic, Bajaj driver’s daily life, and travel behaviors.
2. Literature Review
Para-transit service routes, vehicles and services, operators, organization and regulation (Phun &
Yai, 2016), flexible movement, safety and security, and fear structure (Chowdhury et al., 2018) are the key elements of para-transit system in developing countries. Some negative experiences of para-transit users are lack of services including long waiting times, inappropriate routes, crowding, discomfort inside vehicles, and gender issues. However, the system operation is the root cause of traffic and environmental issues when lacking control and regulation by the government (Phun &
Yai, 2016). Moreover, the commission charge and fare structure of RHAs companies have a concrete effect on Bajaj drivers. RHAs companies have been developed their platform as an online platform to connect with customers and operation smoothly, however, the drivers who have not adopted with RHAs still inefficient for them. Then drivers had no intention to adopt RHAs (Phun, Pheng, et al., 2020a). Moreover, users majority of those using RHAs in developing countries were easy to find a ride, and most of them are spending too much time with their smartphones were likely to RHAs. Did no go as expected, and those with older age were likely to RHAs less frequently (Phun, Kato, et al., 2020).
job. The findings are important for newer who want to start working on paratransit services in Phnom Penh.
Keywords: Bajaj driver, Paratransit, COVID-19, Phnom Penh.
Reducing the number of Bajaj users come from driver behaviors, vehicle environments, driving after alcohol consumption, and texting while driving (Jomnonkwao et al., 2021). Lyon et al. (2020) assumed young drivers are more likely to use a mobile phone while driving than elderly drivers are. In Thailand, driver behavior questionnaires (DBQ) were conducted to measure the model of driving behaviors, and it has shown that road safety policies are the key to reducing traffic accidents and driving behavior also (Jomnonkwao et al., 2021). Road safety education was the key to improving behavioral outcomes (Lyon et al., 2020). Then ride acceptance, relocation strategies, drivers’ characteristics, riders’ attributes, and exogenous were the main decision of drivers (Ashkrof et al., 2020). In Sri Lanka, drivers’ life satisfaction of three-wheelers was considered under the salary and working conditions (Kawasaki et al., 2019).
In developing countries like India, the para-transit system is an urgent need because it faces various issues related to operation, service quality, and enforcement (Sharma et al., 2020). Moreover, according to Sharma et al. (2020) service, safety, and security (Chowdhury et al., 2018), service hours, environmental sustainability, and headway of service are the key attributes of users.
Furthermore, the delays in total journey time and crowding level inside the auto-rickshaw have affected users (Sharma et al., 2020). The perceived safety and personal attitudes have affected travel behavior (Yen et al., 2017). Furthermore, shifting from public transport to private transport modes was a higher priority on the pandemic zoon while choosing a mode during the COVID-19 pandemic (Abdullah et al., 2020). Moreover, Abdullah et al., (2020) shown that gender, car ownership, employment status, travel distance, the primary purpose of traveling, and pandemic- related underlying factors during COVID-19 were the significant predictors of mode choice during the pandemic. Travelers' Perception in Sylhet city, Bangladesh has shown that “Most people fall somewhere between satisfied to somewhat satisfied.” (Chowdhury et al., 2018). According to Chowdhury et al., (2018), the lack of flexible movement of para-transit modes was the mode unreliable to users in Sylhet city, but people showed a positive attitude towards overall service, safety, and security of para-transit vehicles operating in the city. The fare structure of the paratransit mode made the system more popular (Chowdhury et al., 2018). During the pandemic, males still go outside more than females on their trip purpose such as shopping, but not too many work trips (Anwari et al., 2021). In short, this study aims to examine factors that influence the intention for change from Bajaj drivers to other jobs with special reference to Bajaj drivers in Phnom Penh City.
2.1 Problem Statement
The amount of Bajaj drivers increases quickly in 9 months of 2018 around 11,106 drivers. A huge number of Bajaj drivers could provide beneficently and efficient services as a public transport mode. On the other hand, more auto-rickshaws (Bajaj) drivers with fewer passages make their income not stable especially during the COVID-19 pandemic outbreak in the city. As a result, some Bajaj drivers have decided to sell out their Bajaj or put selling symbol on their Bajaj and operate anywhere in the city shown in figure 1. Base on this perspective, the study was conducted to analyze the factors affecting Bajaj drivers in Phnom Penh city.
Figure 1: Second-hand Bajaj on Sale in Phnom Penh 3. Method
This study has conducted a qualitative involving interview. Purposive sampling was conducted to find information that fits the objectives of the study. Snowball sampling was used to augment the recruitment to ensure the sample had an adequate representation of the study’s objectives. Potential participants were informed of the purpose of the study and invited to participate in the study, and interested respondents were then contacted individually and given further details of the study and its objectives. The questionnaire sheet was used to collect data and it also provided the purpose of the study, the process of data collection, and the dissemination of the data (including anonymization of their data and responses).
3.1 Materials
Depending on respondents have less time to interview or sometimes do not have time for the interview, so the questionnaire was useful in study data collection that can save time for drivers and interviewees.
3.1.1 Samples
Then interviews were conducted depth-individually with respondents (who work and used to work as Bajaj drivers in Phnom Penh city) by face-to-face and phone calls interview. We move around the city and notice some places that have Bajaj drivers operating, resting, and waiting for passengers such as markets, schools, gas stations, and active places for tourists. Then if we saw drivers are free, we asked permission from them to conduct the interview. For the interviews by phone call, firstly we found drivers who put the information about selling their Bajaj on social media such as Facebook. Then we made calls directly to respondents and asked permission from them for voice recording. To do so, we aimed to improve the trustworthiness of the data (Lins, 2001). A total of 62 interviews were conducted. Individual interviews ranged between 15 and 45 minutes, with an average interview time was 30 minutes.
3.1.2 Site
The data collection of the study was conducted in Phnom Penh city due to it has a lot of Bajaj drivers are operating nowadays. Moreover, it is the place with the higher frequency of job changing and selling of Bajaj drivers.
3.1.3 Procedures
A questionnaire-based interview survey was conducted with Bajaj drivers or those who used to be Bajaj drivers in Phnom Penh. The questionnaire contained four parts. Part 1 asked Bajaj drivers about their general information before being Bajaj drivers. Part 2 asked them about general use and income. Part 3 asked them about their issues as Bajaj drivers. The last part asked them about their personal information. The perception questionnaire items on their job satisfaction in the first 3 months, and last 1 month was based on a 5-point scale (1: very unlikely, 2: unlikely, 3: neither, 4: likely, and 5: very likely). To make respondents feel more comfortable about exploring honest reasons behind their failure, firstly, let them understand our study goal, objectives, and let them feel comfortable answering the questionnaire. In total, 62 respondents were interviewed. By used of snowball sampling, this sample size was adequately representation of the study’s objectives.
3.2 Measurement
To achieve the study’s objectives, inductive and descriptively summarized approaches were used in the study for data analysis.
3.3 Data Analysis
The questionnaires and audio-recorded interviews were thematically analyzed, using an inductive approach, and descriptively summarized (Sapkota et al., 2020). The participants’ responses (raw data) were summarized to link with the research objectives. All of them were reviewed and any divergent categorizations were resolved by the researchers following further discussion until consensus was achieved.
3.3.1 Validity and Reliability
The study was conducted qualitative to understand and analyze the factors affecting Bajaj drivers in Phnom Penh city. To make the study valid and reliable, a pilot test was used to make sure that the questionnaire can get fitness results from respondents. Then during the interview, interviewees noted answers and asked permission from respondents to do voice records that can make depth understanding of respondents when conducting data analysis. Moreover, the inductive approach and descriptively summarized were used to analyze data with further discussion until the results were achieved.
4. Results and Discussion
A total of 62 Bajaj drivers participated in the study. The participants were male (100%), mostly married (77.77%), divorced (11.11%), unmarried (11.11%), and aged between 19 and 50 years.
From the audio-recorded and questionnaire interviews sheets, four main themes emerged: 1) Less income (36%), 2) Fewer passengers (25.71%), 3) Getting a new job with a good income (18.30%), and 4) Too much Bajaj drivers (13.14%). Other affecting factors (6.85%) such as Bajaj’s life using expense, working conditions, fear of Covid-19, health, and road conditions shown in figure 2.
Figure 2: Factors Affecting to Change from Bajaj Drivers to Other Jobs
Less income: the data show that most of the respondents’ income decreased. There are 36% of participants were concerned with losing income. Compare to the first 3 months and 1 last month, most of their income was loosened as shown in figure 3. Only respondent7 informed that his income was stable; however, he has sold his Bajaj. He started to work as a Bajaj driver in early 2019. First, he worked in Phnom Penh city then he moved to work in Preah Sihanouk Ville, a southwestern province of Cambodia, with a team of 5 people, one of them is his brother. During the first few months, he could earn around $25 (USD) every single day. He optimistically expressed his satisfaction with this job.
“I love my income and it can help my living be well and independent… someday I can get more than $40, it is an amazing day for me.”
But this did not go as expected, from day to day, he had to compete with other auto-rickshaw drivers and taxi drivers to get passengers. He quarrels with other drivers sometimes. Another concern is that the price of fixing the auto-rickshaw was too high in Preah Sihanouk Ville even though his income was stable, he often spent on fixing costs that affected his saving.
“The cost of maintenance here is very expensive. For example, if costs $30-40 in Phnom Penh, it may cost $100 or more in Preah Sihanouk Ville.”
36.00%
25.71%
13.14%
18.30%
6.85%
Percentage of Factors affecting
Losing income
Less fewer passengers
Too much auto-rickshaw drivers
Geting new job with good income
Other (rickshaws’ life using expense , Fear of Covid-19, Gas price, road conditions, health)
One day, he went to maintain his auto-rickshaw, his friend wanted to buy his rickshaw. Then he accepted the request, and he sold it for $2500 after he used it for nearly a year.
“I lose $900, I bought it at the price was $3400, but I sold it for only $2500… I decided to sell it because I do not want to work with less income.”
Respondent1 mentioned on his income becomes less and less day by day, and he could not afford his family's daily expenses. It decreased respectively, and it did not be better even though he had tried to extend his working times. Moreover, lacking family financial support was the key element that most Bajaj drivers had changed their job as Bajaj drivers. Respondent4 who worked as a Bajaj driver for four years worried about his daily income.
“I bought a house, and I have paid $300 to the bank every month. I put my Bajaj on sale for $1500.
In doing so, I think it can support my family for around 3 months… I will redo my job as a Bajaj driver in the next 3 months, and I think that 3 months later everything will be well, especially the COVID-19 pandemic.”
Most of the respondents assumed that when the COVID-19 pandemic outbreak in our country, their income was decreasing. To support their finances, they could find other jobs that could provide them with suitable pay. Moreover, some of them were concerned about their living during the pandemic as shown in figure2. This finding is also supported by some previous studies and some articles. According to (Tuy, 2021) argued that some auto-rickshaw drivers have taken public roads as home to sleep every night due to the COVID-19 pandemic they could not afford their daily expenses. Based on (Harsimran, 2020) argued that one auto-rickshaw driver, Rinku has a problem with his job’s income that he could not support his family’s expenses.
“I used to earn around 500-600 Rupee ($6.84-$8.21) daily before the lockdown, but now I bring home only ₹50-100 (Rupee) after all my daily expenses are met.”
Rinku’s family has four people, and it was difficult for him to fit in with the daily expense.
Meanwhile, auto-rickshaw drivers could earn up to $100 a day in fares and tips with around ten times the average wage, but it did not go well. The number of auto-rickshaw rentals was decreased, and he has more than 80 rickshaws in his garage (YAHOO, 2021). According to (Pragativa News, 2021) argued that the pandemic had imposed a full stop on the auto-rickshaw business. As a result, they were unable to earn enough money to repay their equated monthly installments. The lockdown across India due to coronavirus has adversely affected the lives of daily wage workers which includes more than 500,000 auto-rickshaw drivers in Mumbai (Kumud, 2020). Furthermore, during the pandemic, people with lower incomes have been suffering while trying to earn their livelihood, and auto-rickshaw drivers have been struggling to earn their living (Syed Zakir, 2020).
Figure 3: Drivers' Income
The fewer passengers: the data show 25.71% of participants were carried out about the number of daily passengers. Comparing the first 3 months to 1 last month of working, the number of passengers was decreasing respectively as shown in figure 4. Respondent6 who was sold his Bajaj pessimistically expressed his satisfaction with fewer passengers.
“I extended my working time. I hoped I will get more passengers, but it failed due to I got a few passengers per day.”
Moreover, he informed that he tried hard to find passengers during the pandemic. In doing so, he extended working time, moving around his working zone to find passengers; however, it was not better.
“I can earn $30-$40 per day in the first 3 months, but in 1 last month sometimes I earn less than
$5 per day.”
Furthermore, respondent1 expressed his pessimistic satisfaction with the number of passengers.
“I like my job at the beginning, but now I should change my job because it was not good enough to continue my current job.”
The COVID-19 pandemic has affected citizens when they wanted to take the trip by public transport. As a result, when they wanted to take trips, private transport modes such as motorcycles and cars were their first choice for them. Walking and cycling happened when they took one last mile or short origin-destination trip. The respondent12 expressed his pessimistically feeling about the number of passengers.
“When the COVID-19 pandemic outbreak in Phnom Penh city, the number of passengers took the trips by auto-rickshaw decreased unexpectedly. Especially during the lockdown period.”
0 200 400 600 800 1000
1 4 7 101316192225283134374043464952555861
Income ($ )
Respondents Drivers' income per months ($)
First 3 month 1 last month
Moreover, the security also has affected the trip makers when they wanted to take a trip at a silent place with fewer people living around. Mostly happened at night when people want to take a trip by auto-rickshaw (Chowdhury et al., 2018). Driver behavior and long waiting time also have a huge effect on trip makers (Lyon et al., 2020; Jomnokwao et al., 2021). According to (Shifaan, 2021) Thai transport services, including many owners, drivers, and tour guides struggling to make ends meet. Another study has argued that during the COVID-19 pandemic, the number of auto- rickshaw in the garage increased (YAHOO, 2021). Furthermore, a hope to find another passenger, Amrit Kumar, expressed that:
“I have rented the auto-rickshaw for ₹250 per day, however, I earn only ₹60 since the morning.”
According to (Mangal, 2020) auto-rickshaw driver, Amrit Kumar, is worried about his daily passengers. Most of his passengers were short trip makers or last-mile trips.
“I wait for hours here only to get passengers, but I hardly find any. I hope to find more passengers, however, most of the passengers prefer autos for short-distance rides.”
Figure 4: Number of Passengers Per Day
Getting a new job with a good income: There were 18.30% have been presented by respondents.
Losing income, fewer passengers, and the intention to get a new job with suitable income have affected Bajaj drivers to find other jobs that they hoped could provide them with a better income.
Furthermore, rickshaw life expenses affected on driver’s attention to think due to the drivers will lose more money in this case shown in figure5. Respondent5 expressed his satisfaction with his new job situation.
“I took my Bajaj on sale, and now I am using it for personal transport. I work as a construction
0 5 10 15 20 25 30 35
1 4 7 10 13 16 19 22 25 28 31 34 37 40 43 46 49 52 55 58 61
Pa sse ng ers
Respondents
Number of Passengers per day
First 3 month 1 last month
Respondent9 who was the busy driver that has less time with family expressed his current situation.
“I work a few days per week, then I have to help my wife’s work, selling food in the morning.”
Some drivers have changed from transporting passengers to transporting goods. It is great that most of them can deal with the problems, and transferring from problems to be an opportunity that they can provide for their daily expense. And respondent7 who sold his Bajaj expressed that.
“I have sold my Bajaj because at that time I cannot afford my daily expend, and I have another job with good pay.”
Moreover, most of the 96,000 auto-rickshaw drivers started doing other work, including selling vegetables, masks, and even construction work, to support their families after the lockdown (R.
RAVINDRAN, 2020). No difference, some Tuk-Tuk drivers in Thailand have put feature K-pop ads on their vehicles, and sometimes they moved along the road without passengers to promote K- pop ads and find passengers that they have got around 600 baht ($19) a month to feature K-pop ads on their rickshaws (Reuters, 2021). Some drivers have changed their Bajaj into a small ambulance. According to (Bhopal, 2021), when auto-rickshaw driver, Mohammad Javed Khan, saw people carrying their coronavirus-stricken parents to hospitals on their backs as they were too poor to afford an ambulance, he knew he had to help. Moreover, under the second wave of the novel coronavirus pandemic, some auto-rickshaws have become the latest symbols of hope in Delhi, doubling up as ambulances to help its collapsing healthcare system. Other auto-rickshaws concerned (8.84%) such as rickshaws’ life using expense as shown in figure 5, and two drivers (respondent2 and 8) were concerned due to their have passed the test to work at South Korea Republic.
Figure 5: Auto-Rickshaw (Bajaj) Life Expense by Years of Using
0 500 1000 1500 2000 2500
1 4 7 10 13 16 19 22 25 28 31 34 37 40 43 46 49 52 55 58 61 0
1 2 3 4 5 6
Losing Money ($)
Respondents
Using Years
Auto-rickshaw Life expense
Year Expense ($)
Too many auto-rickshaw (Bajaj) drivers: Respondents have concerned 13.14% on the huge among of auto-rickshaw drivers. When an increasing number of auto-rickshaw drivers, people who were the trip makers feel excited to take their trip with auto-rickshaw. However, auto-rickshaw drivers have concerned that they have gotten fewer passengers. Most of the themes concerned about that such as spondent1 mentioned that the increasing number of auto-rickshaw drivers made them try to compete with each other.
“Before the COVID-19 pandemic, increasing auto-rickshaw drivers was a factor that he was concerned about, but during the pandemic, it became my main concern.”
Some full experience drivers (respondent6, 7, 15, 16, 31, 32…) who worked for more than 2 years as Bajaj drivers expressed their worry about the situation.
“I work as a Bajaj driver since early 2016 it gives me a good income. Then at the end of 2018, the number of auto-rickshaw drivers increased as it has many auto-rickshaw companies. My income was losing from that time, but during the pandemic, occasionally I work without income some days.”
Before the pandemic, the number of auto-rickshaw drivers increased, but they could work even if their income was a bit decreased. When the COVID-19 outbreak in Phnom Penh, had a big concern for them. Especially, during lockdown which had no people to move around the city. Respondents9 argued that with fewer passengers and income decreasing, but auto-rickshaw drivers increasing then he decided to sell his Bajaj. Furthermore, reespondent35 expressed his satisfaction with the increasing number of auto-rickshaw drivers.
“In the beginning, I didn’t have enough time to take a rest or have lunch. If I needed to have lunch, I might close the app (RHAs). If I didn’t, maybe I could not have lunch due to I enjoy earning money… I can say I love that situation too much, but it is different now. It is hard to get passengers due to the increasing of Bajaj drivers.”
Not different, respondent8 had sold out his rickshaw due to he always quarreled with other rickshaw drivers. According to the Department of Public Works and Transport (DPWT), the number of registered auto-rickshaws increased from 18,030 in February 2018 to 29,288 in November 2018 and the number of Bajajs quickly increased from 3,232 to 14,338 (Phun, Pheng, et al., 2020b). Moreover, the lockdown in Mumbai on March 25, 2020, had a huge impact on auto- rickshaw drivers such as starvation that most of them were dealing (Kumud, 2020). 96,000 auto- rickshaw drivers were closed during the lockdown due to the affected of the COVID-19 pandemic in India (R. RAVINDRAN, 2020).
5. Conclusion
This study investigated the factors affecting the intention to change the job from Bajaj drivers to other jobs in Phnom Penh city. There are four main themes were emerged in the study: 36% of respondents were concerned about less income, 25.71% were concerned about fewer passengers, 18.30% were getting a new job with good income, and 13.14% were concerned about too many auto-rickshaw (Bajaj) drivers. Other affecting (6.85%) such as auto-rickshaw use expense, fear of COVID-19, always quarrel with auto-rickshaw drivers (respondent8), road conditions, health conditions, and two participants (respondent2 and 8) have passed the test to work in South Korea.
These four main themes have a strong affecting on Bajaj drivers to change their job. The finding from this study added further general knowledge about the daily life of Bajaj drivers in Phnom Penh, their problems in the role of paratransit drivers, and making further informal public transport in the city. However, more studies are needed to explore on prospects of transport in Phnom Penh and some provinces such as Siem Reap and Preah Sihanouk Ville that have the potential to operate paratransit modes there.
6. Acknowledgement
The author grateful thank to Dr. PHUN Veng Kheang and Dr. YEN Yat for their help, advice, and recommendation on the research. The authors would like to acknowledge Svay Rieng University (SRU) and Japan International Cooperation Agency (JICA) for their support and funding of the study and data collection.
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