Economy & Society
453 Million People on the Move: Understanding India’s Internal Migration — Who They Are, Why They Move, and Why the System Keeps Failing Them
India’s internal migrants — 453 million people as of the last Census — are the backbone of its urban economy. They build its roads, run its restaurants, clean its homes, and recycle its waste. Yet they remain the most under-counted, under-protected, and under-served population in the country. We explain who they are, how they move, and what India must fix.
Every monsoon season, something happens in the villages of Odisha, Jharkhand, Bihar, and eastern Uttar Pradesh that the government’s data systems are poorly equipped to track. Men — and increasingly families — pack their belongings into cloth bundles, board trains that are chronically overcrowded, and travel hundreds of kilometres to cities and construction sites where seasonal work is available. They work for five, six, or eight months. Then, when the work dries up or when the agricultural calendar pulls them back for sowing, they return. They arrive. They work. They disappear from the data.
This circular, seasonal, informal movement is the dominant form of internal migration in India — and it is the movement that India’s policy systems have the hardest time seeing, counting, and serving.
The COVID-19 pandemic made the invisibility catastrophic: when cities shut down in March 2020, an estimated 50 to 120 million workers had no income, no welfare access, and no transport home. They walked. And the country watched, in real time, the consequences of decades of indifference to a population it had always needed but never quite acknowledged.
First: What Do We Mean by “Internal Migration”?
Internal migration simply means movement of people within a country’s borders. Unlike international migration — which crosses national boundaries — internal migration requires no passport, no visa, and no formal permission. But it brings almost all the same challenges: a new place, new language, loss of welfare entitlements, and no existing social network to fall back on.
Types of Internal Migration in India
3 Scales and 4 Directions
By distance covered (the three types):
- Intra-district migration: Moving within the same district — the most common and least disruptive form
- Intra-state migration: Moving to a different district but within the same state — still within the same language, often within the same welfare system
- Inter-state migration: Moving to a different state altogether — the most economically significant form, and the one that creates the most welfare portability problems
By origin and destination (the four streams):
- Rural-to-urban: The most discussed and most studied — a villager moving to a city for work. Comprises 25.2% of all internal migration in India
- Urban-to-urban: Moving from one city to another — 22.9% of all migration
- Urban-to-rural: Moving from city back to village — 17.5%, often return or retirement migration
- Rural-to-rural: Moving from one village to another — 4.4%, often seasonal agricultural labour
One additional distinction matters enormously for policy: the difference between permanent migration and circular or seasonal migration. A permanent migrant moves once and stays at the destination. A circular migrant moves repeatedly between source and destination — working in the city for months, returning home, coming back. Most Indian labour migration is circular, not permanent — which is exactly why it is so hard to count and so hard to serve.
India’s Census provides the most comprehensive data on internal migration, though it has important limitations. The two ways the Census defines migrants tell us something about those limitations:
- Migrant by place of birth: A person counted at a Census location different from where they were born
- Migrant by last residence: A person who has lived continuously at their current location for at least six months, having come from somewhere else
Both definitions miss seasonal migrants — people who move for one to six months at a time, which is the majority of India’s labour migration.
Internal Migration in India
- 1991 Census: 232.1 million internal migrants
- 2001 Census: 314.6 million internal migrants
- 2011 Census: 453.7 million internal migrants — 37% of total population
- Migration in India (2020–21) survey: ~400 million migrants — approximately 29% of population
- Share of migrants in rural India: rose from 26.1% (1991) to 32.5% (2011)
- Share of migrants in urban India: rose from 32.3% (1991) to 48.4% (2011)
- Intra-state migration share: ~85% of all migration
- India’s urbanisation rate (2021): 35% — vs 63% in China, 43% in lower-middle-income countries globally
Who Actually Migrates — and Why
Internal migration in India is not random. It is patterned along lines of gender, age, caste, religion, region, and economic class — and understanding those patterns is essential to designing policies that actually help.
Gender:
Migration in India has distinct gendered dimensions. The single largest reason for female migration in India is marriage — when a woman marries and moves to her husband’s household, she is technically a migrant by Census definition. This means a significant share of India’s counted migration is actually marriage-driven female mobility, not labour migration.
Male migration, by contrast, is predominantly work-driven. Young men from rural areas in low-income states move to construction sites, factories, and service sectors in wealthier states. The “general trend for migration for work or employment reflects that such migrants are mostly youth,” as Patgiri notes — linking labour migration directly to India’s demographic transition and the large youth cohort now entering the workforce.
Women who do migrate for work face specific and compounded vulnerabilities: lower wages than male counterparts, higher risk of exploitation and trafficking, limited access to childcare and reproductive healthcare at the destination, and social stigma around women travelling alone. Female migrants in domestic work — one of the largest employment categories for migrant women — operate with almost no legal protections and no formal contract.
Caste, Tribe, and Religion:
Migration in India is also segmented along social identity lines. Scheduled Caste and Scheduled Tribe workers are disproportionately represented in distress migration — they are more likely to migrate out of economic necessity than by choice, more likely to work in hazardous informal sector jobs at the destination, and least likely to access the social networks that connect migrants to better opportunities. Caste hierarchies at destination cities do not dissolve when workers cross state borders — they often reproduce in the form of occupational segregation, where workers from specific communities are channelled into specific types of work regardless of their skills.
The Seasonal and Circular Migrants:
The 64th round of the National Sample Survey Organisation (NSSO), conducted in 2007–08, made a specific attempt to capture seasonal short-term migrants — those who had migrated for a period of at least one month but no more than six months for employment. This was a methodological breakthrough: the first serious government attempt to count the people who make up the majority of India’s labour migration.
What Is Seasonal Migration?
Seasonal migration is the temporary movement of people from one place to another in response to seasonal changes in employment availability. Think of a family in rural Odisha that sends its working-age members to construction sites in Surat between October and April — the agricultural off-season at home — and brings them back for the kharif sowing and harvest. The family’s income depends on both: the agricultural production at home and the wage income from the city.
This kind of migration is “distress-driven” more often than not — meaning people move because staying home during the off-season produces no income, not because the city is offering something especially attractive. The distress origin does not make the movement less rational; in the absence of alternatives, it is the most rational economic decision available. But it does mean that migrants arrive at their destinations in a vulnerable position, with no savings buffer, no local contacts beyond their community network, and no fallback if work dries up.
Seasonal migrants in India’s cities work across a remarkably wide range of sectors: construction and infrastructure, small factories and workshops, hotels and restaurants, domestic help, head-loading (manual cargo carrying), scrap recycling, and vegetable vending.
They are the people who pour the concrete for new buildings, carry the luggage at railway stations, and cook the food in the dhabas that feed the city’s workforce. They are also among the most likely to be living in overcrowded, inadequate housing: often in migrant dormitories, under-bridge settlements, or in the same construction sites where they work.
The Informal Economy:
The structural changes in India’s economy following liberalisation in 1991 contributed to the growth of a large informal economy — unregulated, unprotected, and highly flexible. The informal sector became the primary employer of migrant labour, for a reason that is not complicated: informal employers want workers they can hire and fire at will, without contractual obligations or labour law compliance. Migrants, especially seasonal migrants without local roots, local political connections, or local documentation are ideal informal workers precisely because they are so easy to dismiss.
Migrant workers “find it hard to enter into formal jobs because of limited bargaining power and constrained networks,” . Without formal contracts, they have no recourse when wages are withheld. Without labour union membership, they have no collective voice. Without local registration, they cannot access government schemes. They are productive for the economy and invisible to the welfare system: a combination that has persisted for decades because it is convenient for employers, cities, and state governments alike.
The COVID Crisis: Reverse Migration and What It Revealed
The nationwide lockdown announced on March 24, 2020, with four hours’ notice, immediately made visible everything India had been ignoring about its migrant workers. Factories shut. Construction stopped. Restaurants closed. Within days, an estimated 50 to 120 million workers found themselves stranded in cities where they had no income, no food entitlement (because their ration cards were registered in home states they had not lived in for months), and no way home (because transport was suspended).
The Periodic Labour Force Survey (PLFS) 2020–21, which incorporated new migration-specific questions in response to the crisis, confirmed what was visible on the roads: a massive movement of people from urban to rural areas, far exceeding what any normal reverse migration would look like. The data revealed not just the scale of distress but the complete absence of any social safety net capable of catching people in a crisis of this kind.
The primary concern in the aftermath was reabsorption: where would the returning workers go, what would they do, and how would they survive? Many had left behind accumulated wages that employers refused to pay on exit. Many arrived home to find MGNREGS work unavailable or underfunded. The risk of falling deeper into poverty was very real for a significant share of the returnees.
What Needs to Change:
Making Migration Safer and More Productive:
1. Fix the data problem first.
Without a reliable, current count of seasonal and circular migrants, no policy can be well-targeted. The 2021 Census, still delayed, must include specific questions on short-term and circular migration. The e-Shram portal needs to identify migrants as a distinct category. Telecom and banking data can supplement official surveys to track migration trends in real time.
2. Reduce the cost of migration.
Economists have pointed out that the costs of migration — transport, documentation, information-gathering — are disproportionately high relative to migrant incomes, reducing the mobility of workers who might otherwise move. State-level migrant assistance centres, migrant information portals, and subsidised transport corridors to high-demand destinations can reduce these costs.
3. Food security portability — One Nation One Ration Card.
The ONORC scheme, allowing migrants to access PDS food entitlements anywhere in India using an Aadhaar-linked card, is the most directly relevant welfare portability measure for migrants. It has been rolled out nationally. But uptake remains low due to limited awareness and the practical difficulty of simultaneously maintaining food access for the family left behind. Better awareness campaigns, simplified access points, and dual-family provisions are needed.
4. Social security that travels with the worker.
Health insurance (PMJAY), accident compensation, and pension contributions should be linked to the worker’s identity (via Aadhaar and e-Shram) rather than their state of residence. A worker who moves from Bihar to Maharashtra should not lose their health coverage on crossing the border.
5. Enforce written contracts and wages.
The Inter-State Migrant Workmen Act of 1979 requires contractors to register migrant workers and ensure minimum wages and other protections. It has been chronically under-enforced. The new Labour Codes that consolidate existing labour laws must be effectively implemented, with specific provisions for migrants and dedicated enforcement capacity.
6. Adequate housing near job clusters.
Migrant workers in cities often live in conditions that are both unsafe and far from their workplaces. Affordable Rental Housing Complexes (ARHCs) near industrial areas and construction corridors need to be implemented at scale.
7. Strengthen welfare provision at the source.
If migration is to become less distress-driven and more opportunity-driven, source regions must become more viable. MGNREGS, agricultural income support, skill development, and rural infrastructure investment in the highest-migration districts reduce the desperation that forces people to migrate in the most vulnerable conditions.
Migration, at its best, is a rational strategy by which households move labour from places where it earns little to places where it earns more; and in doing so, reduce poverty, transfer remittances to source regions, and fuel the urban construction and service sectors that drive national growth. India’s internal migrants do all of this, at an extraordinary scale, largely without formal support, legal protection, or data visibility.
The COVID crisis was a stress test that the system failed. The returning workers who walked home in 2020 were not anomalies or exceptions — they were the visible face of a structural condition that has existed for decades. Most of them came back. The conditions that sent them walking have not fundamentally changed.
Making migration safer and more productive does not require new discoveries. It requires implementing what is already known — portable welfare, enforceable contracts, reliable data, and functional housing. The only thing missing, for most of India’s migration policy history, has been the political will to prioritise a population that does not vote in the cities where it works, and does not make noise in the villages it comes from.
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Petrol in India is cheaper than in countries like Hong Kong, Germany and the UK but costlier than in China, Brazil, Japan, the US, Russia, Pakistan and Sri Lanka, a Bank of Baroda Economics Research report showed.
Rising fuel prices in India have led to considerable debate on which government, state or central, should be lowering their taxes to keep prices under control.
The rise in fuel prices is mainly due to the global price of crude oil (raw material for making petrol and diesel) going up. Further, a stronger dollar has added to the cost of crude oil.
Amongst comparable countries (per capita wise), prices in India are higher than those in Vietnam, Kenya, Ukraine, Bangladesh, Nepal, Pakistan, Sri Lanka, and Venezuela. Countries that are major oil producers have much lower prices.
In the report, the Philippines has a comparable petrol price but has a per capita income higher than India by over 50 per cent.
Countries which have a lower per capita income like Kenya, Bangladesh, Nepal, Pakistan, and Venezuela have much lower prices of petrol and hence are impacted less than India.
“Therefore there is still a strong case for the government to consider lowering the taxes on fuel to protect the interest of the people,” the report argued.
India is the world’s third-biggest oil consuming and importing nation. It imports 85 per cent of its oil needs and so prices retail fuel at import parity rates.
With the global surge in energy prices, the cost of producing petrol, diesel and other petroleum products also went up for oil companies in India.
They raised petrol and diesel prices by Rs 10 a litre in just over a fortnight beginning March 22 but hit a pause button soon after as the move faced criticism and the opposition parties asked the government to cut taxes instead.
India imports most of its oil from a group of countries called the ‘OPEC +’ (i.e, Iran, Iraq, Saudi Arabia, Venezuela, Kuwait, United Arab Emirates, Russia, etc), which produces 40% of the world’s crude oil.
As they have the power to dictate fuel supply and prices, their decision of limiting the global supply reduces supply in India, thus raising prices
The government charges about 167% tax (excise) on petrol and 129% on diesel as compared to US (20%), UK (62%), Italy and Germany (65%).
The abominable excise duty is 2/3rd of the cost, and the base price, dealer commission and freight form the rest.
Here is an approximate break-up (in Rs):
a)Base Price | 39 |
b)Freight | 0.34 |
c) Price Charged to Dealers = (a+b) | 39.34 |
d) Excise Duty | 40.17 |
e) Dealer Commission | 4.68 |
f) VAT | 25.35 |
g) Retail Selling Price | 109.54 |
Looked closely, much of the cost of petrol and diesel is due to higher tax rate by govt, specifically excise duty.
So the question is why government is not reducing the prices ?
India, being a developing country, it does require gigantic amount of funding for its infrastructure projects as well as welfare schemes.
However, we as a society is yet to be tax-compliant. Many people evade the direct tax and that’s the reason why govt’s hands are tied. Govt. needs the money to fund various programs and at the same time it is not generating enough revenue from direct taxes.
That’s the reason why, govt is bumping up its revenue through higher indirect taxes such as GST or excise duty as in the case of petrol and diesel.
Direct taxes are progressive as it taxes according to an individuals’ income however indirect tax such as excise duty or GST are regressive in the sense that the poorest of the poor and richest of the rich have to pay the same amount.
Does not matter, if you are an auto-driver or owner of a Mercedes, end of the day both pay the same price for petrol/diesel-that’s why it is regressive in nature.
But unlike direct tax where tax evasion is rampant, indirect tax can not be evaded due to their very nature and as long as huge no of Indians keep evading direct taxes, indirect tax such as excise duty will be difficult for the govt to reduce, because it may reduce the revenue and hamper may programs of the govt.
Globally, around 80% of wastewater flows back into the ecosystem without being treated or reused, according to the United Nations.
This can pose a significant environmental and health threat.
In the absence of cost-effective, sustainable, disruptive water management solutions, about 70% of sewage is discharged untreated into India’s water bodies.
A staggering 21% of diseases are caused by contaminated water in India, according to the World Bank, and one in five children die before their fifth birthday because of poor sanitation and hygiene conditions, according to Startup India.
As we confront these public health challenges emerging out of environmental concerns, expanding the scope of public health/environmental engineering science becomes pivotal.
For India to achieve its sustainable development goals of clean water and sanitation and to address the growing demands for water consumption and preservation of both surface water bodies and groundwater resources, it is essential to find and implement innovative ways of treating wastewater.
It is in this context why the specialised cadre of public health engineers, also known as sanitation engineers or environmental engineers, is best suited to provide the growing urban and rural water supply and to manage solid waste and wastewater.
Traditionally, engineering and public health have been understood as different fields.
Currently in India, civil engineering incorporates a course or two on environmental engineering for students to learn about wastewater management as a part of their pre-service and in-service training.
Most often, civil engineers do not have adequate skills to address public health problems. And public health professionals do not have adequate engineering skills.
India aims to supply 55 litres of water per person per day by 2024 under its Jal Jeevan Mission to install functional household tap connections.
The goal of reaching every rural household with functional tap water can be achieved in a sustainable and resilient manner only if the cadre of public health engineers is expanded and strengthened.
In India, public health engineering is executed by the Public Works Department or by health officials.
This differs from international trends. To manage a wastewater treatment plant in Europe, for example, a candidate must specialise in wastewater engineering.
Furthermore, public health engineering should be developed as an interdisciplinary field. Engineers can significantly contribute to public health in defining what is possible, identifying limitations, and shaping workable solutions with a problem-solving approach.
Similarly, public health professionals can contribute to engineering through well-researched understanding of health issues, measured risks and how course correction can be initiated.
Once both meet, a public health engineer can identify a health risk, work on developing concrete solutions such as new health and safety practices or specialised equipment, in order to correct the safety concern..
There is no doubt that the majority of diseases are water-related, transmitted through consumption of contaminated water, vectors breeding in stagnated water, or lack of adequate quantity of good quality water for proper personal hygiene.
Diseases cannot be contained unless we provide good quality and adequate quantity of water. Most of the world’s diseases can be prevented by considering this.
Training our young minds towards creating sustainable water management systems would be the first step.
Currently, institutions like the Indian Institute of Technology, Madras (IIT-M) are considering initiating public health engineering as a separate discipline.
To leverage this opportunity even further, India needs to scale up in the same direction.