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Roundtable on India’s Gig-work Economy
http://editors.cis-india.org/raw/india-gig-work-economy-roundtable
<b>Working in the gig-economy has been associated with economic vulnerabilities. However, there are also moral and affective vulnerabilities as workers find their worth measured everyday by their performance of—and at—work and in every interaction and movement. This roundtable discussion marks the end of our series on 'India’s Gig-work Economy' published by the Platypus blog of the Committee on the Anthropology of Science, Technology, and Computing (CASTAC). In this discussion, the researchers reflect on methods, challenges, inter-subjectivities and possible future directions for research on the topic. Listen to the audio track below or read the transcript for the full discussion.</b>
<p> </p>
<p><em>Originally published by the <a href="http://blog.castac.org/category/series/indias-gig-work-economy/" target="_blank">Platypus blog</a> of CASTAC on September 5, 2019.</em></p>
<h4>Full <a href="http://blog.castac.org/wp-content/uploads/sites/2/2019/09/CASTAC-roundtable-transcript.docx" target="_blank">transcript</a> of the roundtable in English.</h4>
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<iframe src="https://www.youtube-nocookie.com/embed/q4G4v46ZlOU" frameborder="0" height="315" width="100%"></iframe>
<h3><strong>Excerpts from the roundtable</strong></h3>
<h4>Part 1: On continuities between traditional and newer forms of work in cab-driving</h4>
<p><strong>Anushree (researcher, taxi-driving in Mumbai):</strong> “Something that came out during field work was the flow of workers from traditional services to app-based services which kind of happened in phases and all these platforms have played a different function in the history of this. While the radio taxis were more important in teaching workers to become professionals in the service economy the new platforms have given them a larger customer base and hired access to audience.”</p>
<p><strong>Sarah (researcher, taxi-driving in Delhi):</strong> “Prior to Ola and Uber there were radio cabs, but they were not the same phenomenon obviously. They used to work in specific pockets better, such as the airport route.”</p>
<h4>Part 2: Regulation of platform companies and platform-work</h4>
<p>The State’s response to disruptive technologies in India has always accounted for worker groups as electoral constituents as well. This means that there are no neat divisions between older black and yellow cabs and the newer ride-hailing app-based cabs. To pacify the threatened black and yellow cab drivers, they were accorded a special category on hailing apps as well:</p>
<p><strong>Anushree:</strong> So there were a lot of issues around the emergence of the app-based platforms and services and how they were disrupting the existing arrangements so in a bid to pacify the yellow and black cab drivers who are already operating in the city, these platform companies decided to go ahead and provide access to traditional taxi services as well. But also the related development that happened there is at the Maharashtra state government also provided another app to the black and yellow Cab drivers and as far as I found out during my fieldwork there hasn’t been any resolution on that front and most black and yellow cab drivers also use the State government made app but they also log into apps and every time I tried to book a black and yellow cab using Ola and Uber I could not get one.</p>
<h4>Part 3: On motivations and perceptions of gig-work</h4>
<p><strong>Simiran (researcher, food-delivery work in Mumbai):</strong> “So, I felt that these non app-based workers had difficulty joining apps because they lack domicile proof to prove they live in the city. There is also a perception that one needs to be English speaking. I am not implying that app-based workers have no rural roots or are all English speaking or educated but this is the perception that was held by non-app workers that was interesting.”</p>
<p><strong>Rajendra (researcher, food-delivery work in Delhi):</strong> “In case of the food-delivery workers in Delhi, they push them to deliver orders on time. This pressure makes them violate traffic rules, they ride on pavements, they break traffic signals. This also disrupts the social understanding of how to move in the city.”</p>
<h4>Part 4: On studying the gig-economy in India: how did you recruit, why?</h4>
<p><strong>Noopur:</strong> Why not order and recruit because so many people seem to be taking this pathway to approach gig-economy workers?</p>
<p><strong>Simiran:</strong> “…One thing is that I have never ordered food online so I wanted to keep it a bit blind that way but also the other thing is that I did not want my first interaction with the worker to be as a consumer or in a consumer-provider relationship. So, I was searching on Youtube, looking for city names and looking for search terms such as strikes or protests. Looking for videos about these things and their views on the companies…This was very interesting because there were also people from non-metro cities, from small towns doing this work who were also very eager to speak to me. They were expressive already and wanting to speak…”</p>
<p><strong>Anushree:</strong> “Apart from them fleet owners and union members were very eager to talk to us. They saw the study as a way to put their voice out. I had to establish my identity as well as a researcher. I used Telegram and facebook groups extensively…I think I relied on Telegram the most. It was also surprising that such a diverse set of people were on that platform. I had never used Telegram before this project but the comfort levels of all the people using it was really surprising. Drivers in the union members group was sort of surprising to me, they were posting images from the road, they were posting audio notes, they were moderating conversations in the group. Telegram was my major source of responses and I also got to know what was happening on the ground.”</p>
<p><strong>Sarah:</strong> “So, when you identify as a researcher and ask them these questions there is a certain expectation of allyship. So, I started asking them what they think is a good customer. That was a good entry point to assuring them that I was on their side. Some of them were still very cautious. We were talking about things like drunk women and they would be quick to tell me that not all women are bad. Or not all customers are bad. But discussing customers and their behavior was generally a good way to connect with them…”</p>
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For more details visit <a href='http://editors.cis-india.org/raw/india-gig-work-economy-roundtable'>http://editors.cis-india.org/raw/india-gig-work-economy-roundtable</a>
</p>
No publisherNoopur Raval, Anushree Gupta, Rajendra Jadhav, Sarah Zia, and Simiran LalvaniGenderDigital LabourResearchPlatform-WorkFuture of WorkNetwork EconomiesResearchers at WorkMapping Digital Labour in India2020-05-19T06:36:34ZBlog EntryNoopur Raval and Rajendra Jadhav - Power Chronography of Food-Delivery Work
http://editors.cis-india.org/raw/noopur-raval-rajendra-jadhav-power-chronography-of-food-delivery-work
<b> Working in the gig-economy has been associated with economic vulnerabilities. However, there are also moral and affective vulnerabilities as workers find their worth measured everyday by their performance of—and at—work and in every interaction and movement. This essay by Noopur Raval and Rajendra Jadhav is the fourth among a series of writings by researchers associated with the 'Mapping Digital Labour in India' project at the CIS, supported by the Azim Premji University, that were published on the Platypus blog of the Committee on the Anthropology of Science, Technology, and Computing (CASTAC).</b>
<p> </p>
<p><em>Originally published by the <a href="http://blog.castac.org/category/series/indias-gig-work-economy/" target="_blank">Platypus blog</a> of CASTAC on August 15, 2019.</em></p>
<p><em>The ethnographic research was conducted by Rajendra and this short essay was collaboratively produced by the field researcher and Noopur (co-PI). The accompanying audio recording has been produced by Noopur.</em></p>
<h4>Summary of the essay in Hindi: <a href="https://www.youtube.com/watch?v=OPIfIvp2000" target="_blank">Audio</a> (YouTube) and <a href="http://blog.castac.org/wp-content/uploads/sites/2/2019/08/Rajendra-Hindi-Transcript-.docx" target="_blank">Transcript</a> (text)</h4>
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<p>This post presents the observations around the design of temporality within app-based food-delivery platforms in India. It draws on semi-structured interviews by field-researcher Rajendra and his time spent “hanging out” with food-delivery workers who are also often referred to as “hunger saviors” and “partners” in the platform ecosystem in India. Like in the <a href="https://cis-india.org/raw/simiran-lalvani-workers-fictive-kinship-relations-app-based-food-delivery-mumbai" target="_blank">earlier post by Simiran Lalvani</a> on food-delivery workers in Mumbai, we also observed that app-based work was structured and monitored along similar lines. However, in this post, we go into a detailed description of how work-time and temporality of work are configured in order to fulfill the promises that app companies make to customers in urban India. Before such app-based services came into existence, there were some popular claims around delivery-time (“30 minutes or free pizza” by Domino’s) but the entire process of food preparation, travel and delivery had not been made as transparent and quantified in a granular way as they are now through popular apps such as Swiggy, Zomato and UberEats. While such companies exist in the other parts of the world and make the promise of “anytime work” to potential workers, as we observed during fieldwork, app-based food delivery-work is anything but flexible. People could indeed start working at any time of the day, but it had real consequences to earn a living wage. While they were free to logout or switch off their app also at their convenience, they would be constantly nudged in the form of calls by warehouse managers as well as through text messages telling them how they were missing out on earnings. It is also important to note that, in India especially, food-delivery as a standardized form of work, exists in a regulatory grey space. In that sense, there is not a lot of clarity on the maximum limit of working hours in a day and in a week. In the following sections, I provide details about how work is structured temporally in this system.</p>
<h3><strong>Shift-based Work</strong></h3>
<p>When Rajendra spoke to workers in the Delhi-NCR region, they reported that they could choose to work different kinds of shifts like part-time (8 AM – 3 PM or 7 PM – 12 AM), full-time (11 AM -11 PM) or ultra full-time (7 AM -11 PM). While workers could pick their timings or slots on weekdays, it was mandatory to work on the weekends. As mentioned earlier, while companies claimed that riders could log in and out at any time of the day, their pay depended on the number of deliveries they make and the hours they worked. But it’s not that simple. It is not just the wholly quantified units (an hour, a day) that become exigent and overbearing; it was in fact how these rules demanded high levels of alertness and care from the workers. Any kind of carelessness, not paying attention (to time, text message announcements) could be detrimental to claiming pay for the work they had done already. For instance, like a worker described, if he even logged out a minute before the end of the shift, he would lose out on his incentive. Another worker added,</p>
<blockquote>If you log off even five minutes before eleven (pm), a call comes from the company and they ask you to log back in immediately.</blockquote>
<p>In such cases, those managing the backend systems even make these calls to shield workers from the eventuality of losing pay and the hassle of resolving disputed payments later by simply urging and pushing workers to stay on-time and online. In that sense, there is not only an expectation of punctuality and always being-on as a desirable thing, but it is also imperative for the workers to meet these expectations while they interact with the app itself.</p>
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<img src="http://editors.cis-india.org/CIS_APU_DigitalLabour_PlatypusEssays_NRRJ_01.jpg/image_preview" alt="CIS_APU_DigitalLabour_PlatypusEssays_NR-RJ_01" class="image-left image-inline" title="CIS_APU_DigitalLabour_PlatypusEssays_NR-RJ_01" />
<h5>Sticker provided by a food-delivery platform to promote its brand. <em>Source: Noopur Raval, author</em>.</h5>
<p> </p>
<h3><strong>Time of Eating, Time of Sleeping</strong></h3>
<p>Typically, restaurants and food businesses in Indian cities are heavily regulated, especially in terms of closing times. While these rules differ for each city, in and around Delhi, restaurants are expected to close down by 10 pm, and those that seek to remain open for longer need special permissions. With the arrival of app-based delivery companies, the time of food production and consumption has stretched. Also, with the right kinds of permits, cloud kitchens and home-based producers are also allowed to operate through these platforms, thus making multiple food choices and cuisines available until as late as 4 am in the morning. Whose consumption needs are being serviced at these late hours is a question beyond the scope of this post, but it also means that there is opportunity/compulsion for workers to stay up late at night, making deliveries. Not surprisingly, it is also often these late-night shifts that are better incentivized, not just money-wise but also because there is less traffic at night (a constant source of stress in day-time shifts). As other studies have also noted, platform companies, especially food-delivery services that mostly engage bike and scooter riders (Lee et al. 2016) globally, enforce this cruel temporal inversion where being a service-worker in this economy also means working on others’ (customers’) time of leisure and/or comfort. Especially in Delhi, where the winters get brutally cold, ironically, the profitability of delivering hot food increases. However, it is not that straightforward. One worker Rajendra spoke to in March (springtime) explained,</p>
<blockquote>I am not going to work with any of the food delivery company from April onwards because of the hot summer in Delhi, it is very difficult to ride in a day time of summer.</blockquote>
<h3><strong>Temporary Work</strong></h3>
<p>Temporariness is the dominant temporal fate of gig-work at-large—workers in our study (food-delivery as well as ride-hailing) often insisted how gig-work was only temporary until they could become business-owners, find a better job, or fund their education and so on. However, as we observed in food-delivery work, there was also a lot of seasonal movement of workers, a reminder of the contextual, ecological and urban migration continuities that inform, support and shape who comes to the reserve force/waiting zone of gig-work. In classic labour terms, the push and pull factors that move people out of agricultural labour or other kinds of work must be studied with an eye to new forms of easy-entry jobs such as gig-work. On the other hand, there were also other considerations on time such as responsibilities and social obligations to family that made food-delivery work (fast paced, inhering a certain amount of recklessness and the willingness to put oneself at risk) less attractive to some (older men and women with a family) and more to some others (younger single men). This made us think of the way in which Sarah Sharma (2011) emphasizes temporal power over speed discourses (she offers the term ‘power-chronography’) where, the ways in which food-delivery work is temporally arranged, distributed and rewarded, privileges certain actors (the customers but also some kinds of workers) over others in the city’s labour market.</p>
<h3><strong>References</strong></h3>
<p>Lee, Do J., et al. “Delivering (in) justice: Food delivery cyclists in New York City.” <em>Bicycle Justice and Urban Transformation</em>. Routledge, 2016. 114-129.</p>
<p>Sharma, Sarah. “It changes space and time: introducing power-chronography.” <em>Communication Matters: Materialist Approaches to Media, Mobility and Networks</em> (2011): 66-77.</p>
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<p>
For more details visit <a href='http://editors.cis-india.org/raw/noopur-raval-rajendra-jadhav-power-chronography-of-food-delivery-work'>http://editors.cis-india.org/raw/noopur-raval-rajendra-jadhav-power-chronography-of-food-delivery-work</a>
</p>
No publisherNoopur Raval and Rajendra JadhavDigital LabourResearchPlatform-WorkNetwork EconomiesPublicationsResearchers at WorkMapping Digital Labour in India2020-05-19T06:33:39ZBlog EntryAnushree Gupta - Ladies ‘Log’: Women’s Safety and Risk Transfer in Ridehailing
http://editors.cis-india.org/raw/anushree-gupta-ladies-log-women-safety-risk-transfer-ridehailing
<b>Working in the gig-economy has been associated with economic vulnerabilities. However, there are also moral and affective vulnerabilities as workers find their worth measured everyday by their performance of—and at—work and in every interaction and movement. This essay by Anushree Gupta is the third among a series of writings by researchers associated with the 'Mapping Digital Labour in India' project at the CIS, supported by the Azim Premji University, that were published on the Platypus blog of the Committee on the Anthropology of Science, Technology, and Computing (CASTAC). The essay is edited by Noopur Raval, who co-led the project concerned.</b>
<p> </p>
<p><em>Originally published by the <a href="http://blog.castac.org/category/series/indias-gig-work-economy/" target="_blank">Platypus blog</a> of CASTAC on August, 1, 2019.</em></p>
<h4>Summary of the essay in Hindi: <a href="https://www.youtube.com/watch?v=ty0a_u9lzCE" target="_blank">Audio</a> (YouTube) and <a href="http://blog.castac.org/wp-content/uploads/sites/2/2019/07/Blog-Post-Audio-Transcript-Devanigiri.docx" target="_blank">Transcript</a> (text)</h4>
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<p>Mumbai, India’s financial capital, is also often considered one of the safest cities for women in India, especially in contrast with New Delhi which is infamously dubbed as the “rape capital” within the country. Sensationalised incidents of harassment, molestation and rape serve as anecdotal references and warnings to other women who dare to venture out alone even during the daytime. The Delhi government recently proposed a policy for free transport for women in public buses and metro trains with the objective of increasing women’s affordability and access and to ensure safety in public transportation. [1] Despite such measures to increase women’s visibility and claims to public utilities and spaces, women who use public transport have historically suffered groping and stalking on buses and trains, which uphold self-policing and surveillance narratives. The issue of women’s safety in India remains a priority as well as a good rhetorical claim and goal to aspire to, for public and private initiatives. Ironically, the notion of women’s safety is also advanced to increase moral policing and censure women’s access to public spaces, which also perpetuates exclusion of other marginalised citizens (Phadke 2007). Further, and crucially, whose safety is being imagined, prioritized and designed for (which class of women are central to the imagination of the safety discourse) is often a point of contention.</p>
<p>In this context, ridehailing services offered by Uber and Ola have come to be frequently cited as safer and more reliable options for women to traverse the cityspace, compared to overcrowded buses and trains. Their mobile applications promise accountability and traceability, enforcing safety standards by way of qualified and well-groomed drivers, SOS buttons and location-sharing features. However, it has increasingly become common knowledge that these alternatives are prone to similar, if not worse, categories of crimes against women. While reports of violence against women in cabs have mostly been outside of Mumbai, due to “platform-effects,” such incidents have widespread ramifications for drivers across the country. Cab drivers who operate via cab aggregator platforms have come under heavy scrutiny not only by the corporate and legal infrastructures of aggregator companies but also in the public eye. On the other hand, platform companies independently, and in partnership with city and state administrations, continue to launch “social impact” initiatives aimed at women’s safety as well as employment (through taxi-driving training). [2] Incidents of violence against women present jarring narratives of risk not only for female passengers but also for the platform-workers, both of whom are responsible for abiding by the constructed notions of safety for women in urban spaces.</p>
<p>In this post, I explore women’s presence as workers as well as passengers/customers in the ridehailing platform economy, in the context of women’s safety, situating the analysis with a focus on Mumbai. The related discourses around risk for female commuters give rise to various interventions and women-centric services through female-only cab enterprises and training more women drivers to mitigate this risk. Through these, I will think through the figure of the woman in the ridehailing economy in Mumbai and by extension in India.</p>
<h3><strong>Platforms in Gendered Cityscapes</strong></h3>
<p>Mumbai’s public transport is comprised of the local train network, BEST buses and auto rickshaws, with the metro being the newest addition to the mix. Unlike in most of India, kaali-peelis (black-yellow cabs) have been a permanent feature of Mumbai’s landscape since the 1950s and, taking a cab is not necessarily a luxury. Against this backdrop, platform companies have sought to make the claims of democratizing public transport and providing safer travel options to women in the city.</p>
<p>Cab drivers on ridehailing platforms in Mumbai are usually domestic male migrants or Muslim drivers from within and outside the city, who are more often than not overworked and stressed due to the falling incomes and rising debts. It is important to recognise the ‘veiled masculinities’ (Chopra 2006) which labor to service the emergent platform economy and the hierarchies of caste and class which are sustained through their labor. The incongruence between the masculinity of a working class man and the demands of the service economy (Nixon 2009) exacerbates emotional pressures in customer-facing services, which can offer an explanation for angry outbursts and conflicts between drivers and customers.</p>
<p> </p>
<img src="http://editors.cis-india.org/CIS_APU_DigitalLabour_PlatypusEssays_AG_01.jpg/image_preview" alt="CIS_APU_DigitalLabour_PlatypusEssays_AG_01" class="image-left image-inline" title="CIS_APU_DigitalLabour_PlatypusEssays_AG_01" />
<h5>Uber’s ad on a billboard in Mumbai promises earnings of more than Rs. 1 lakh per month. Using a woman’s image illustrates the extent of their potential for transforming lives and livelihoods. <em>Source: Drivers’ Union Telegram Group</em>.</h5>
<p> </p>
<p>While Uber and Ola claim that a large number of women drivers work on their platforms, actual experiences of passengers and the male drivers I spoke to, suggested otherwise. Ironically, mass driver-training programs are seen as a quick way to make low-skilled and migrant male workers employable in Indian cities while, despite public-private partnerships to train women, it has been impossible to retain women drivers due to stereotypical perceptions of gender and persistent social stigma. [3] This made the ridehailing passenger woman (upper middle class, affording professional) a stakeholder to design for, while female drivers (but all female workers) appeared as liability for platforms.</p>
<p>These narratives speak directly to the construction of insecurity and risk for women (Berrington and Jones 2002) on public transport systems as they highlight vulnerabilities due to public exposure of women’s bodies. Pandering to a moral panic standpoint and creating personalised or ‘inside’ safe spaces for women to manage risk (Green and Singleton 2006), these platforms can then be imagined as a boundary-setting exercise. Access to public spaces is encouraged but it is delimited by confining the woman’s body to a singular vehicle in the custody of the cab driver. Autonomy and access afforded by the platform manages to transform women—particularly upper class and upper caste women who can afford these services—into potential customers. Their agency is bounded though by tasking the driver to ferry her across the otherwise hostile cityscape filled with ‘unfriendly bodies’ (Phadke 2013). The production of the city’s gendered space goes hand in hand with the confinement/erasure of female bodies in the public space as they embody patriarchal norms even in a city as ‘progressive’ as Mumbai. As demonstrated by studies mapping the movement of women in the city (Ranade 2007), the spatio-temporal factors lend themselves to creating gendered bodies in order to keep patriarchal norms intact. These norms, as I argue in this post, are detrimental not just to women but also other marginalised sections of the urban population, in this case platform workers.</p>
<h3><strong>Terms of Safety</strong></h3>
<p>Male drivers’ social identities as lower class, lower caste individuals do not inspire confidence in the standards of safety boasted by these companies in the eyes of their predominantly upper caste and upper class customer base. Risk to female passengers is further exaggerated due to the closed space in which the service is provided, highlighting the proximity to a potential aggressor by way of these platforms. In specific situations wherein a female passenger is inebriated or is travelling alone at night, drivers report being extra cautious and helpful towards her. Many respondents proudly mention going out of their way to make sure women get home safely, for instance, prolonging waiting time or escorting them to the entrance of their residential buildings or involving the security guard at the gate.</p>
<p>However, there have also been cases wherein the driver has been under scrutiny either by an overly careful passenger or by the public. One driver reported being surrounded by a crowd at a traffic signal, only to realise that he was being suspected of foul play with the female passenger who had fallen asleep on the backseat of the car. In contrast to their western counterparts, the class differences between drivers and passengers in India exacerbate doubts, fears and insecurities in India which tend to take a caste-purity angle as well. The woman’s body undergoes an exchange of custody in these instances wherein she is deemed incapable of taking care of herself and requires external assistance. Imagining a deterrence effect of ridesharing services (Park et. al 2017) reinforces the logic of guardianship and protectionism for the woman. The risk of carrying her in the vehicle in these situations is borne by the cab driver, operating under a framework of overbearing protectiveness which holds him culpable for any misgivings, assumed or otherwise.</p>
<p> </p>
<img src="http://editors.cis-india.org/CIS_APU_DigitalLabour_PlatypusEssays_AG_02.jpg/image_preview" alt="CIS_APU_DigitalLabour_PlatypusEssays_AG_02" class="image-left image-inline" title="CIS_APU_DigitalLabour_PlatypusEssays_AG_02" />
<h5>Cautionary listicles advise women to not take a cab alone at night, carrying pepper sprays/umbrellas as tools for self-defence, refrain from conversations with drivers or talk continuously on the phone, among other things. The onus of the woman’s safety is either on the individual herself or the driver who is ferrying her. Moreover, the driver is a likely assailant whom the woman should guard against as well. <em>Source: <a href="https://www.hellotravel.com/stories/10-ways-for-women-to-ensure-safety-when-boarding-cab" target="_blank">HelloTravel</a></em>.</h5>
<p> </p>
<p>Notions of safety and risk are embodied in everyday interactions in urban spaces and mediated by disparate infrastructures of knowledge across distinctions of caste, class and gender. These distinctions define constraints which govern social interactions between actors of these categories. Interactions between lower caste or Muslim men and upper caste/class women are circumscribed by what Tuan (1979) describes as ‘landscapes of fear’. Be it the apprehensions about sharing a ride with a passenger of the opposite sex (Sarriera et. al 2017) or reports of gang-rapes by cab drivers, the boundaries of social conduct are laid out clearly by constructing narratives of risk and safety. The protection of the female body and her sexual safety is not her responsibility alone but that of the society as a whole. The so called preventive measures for rape and violence against women produce the dichotomies of frailty and strength (Campbell 2005) in so far as they project the woman as always at risk with the shadow of a potential assault always looming large.</p>
<p>When asked about interactions with women as customers or fellow drivers, drivers performed exaggerated respectability for women. The catch in these narratives however was that drivers justified and extended respect only to ‘good’ customers, where a ‘good’ woman was a certain kind of a moral actor.</p>
<p>Given the prevailing discontent with redressal mechanisms for workers on the platforms, it was not surprising to witness a group of drivers at the Uber Seva Kendra (help centre) in Mumbai, debating whether they should be accepting requests from any female customers at all. Drivers also had to attend mandatory training sessions for ‘good conduct’ with customers wherein they underwent behavioral correction and gender sensitisation lessons. [4] The gendering of the platform economy is baked into these instructions and trainings that reproduce male drivers as figures of safety and constant positive affect.</p>
<h3><strong>Gender, Safety, and Enterprise</strong></h3>
<p>In my fieldwork, I also came across a slew of ventures run by fleet owners and others that sought to service women passengers and employ women drivers exclusively. Claiming to fill in the gaps of inadequate vetting mechanisms in existing platforms, these alternate ventures purportedly smoothened out some anxieties by eliminating the risk of interacting with a man from different socio-economic strata. The premium charged by these companies was telling of the value of safety and affordability of these services for a large section of their intended audience, namely women with higher disposable incomes residing in metropolitan cities.</p>
<p>On the flipside, these enterprises encouraged women to break stereotypical perceptions about women drivers, also giving a nod to increasing and diversifying opportunities of employment for women. However, these ideas remained attractive only in principle and fizzled out sooner or later as most of these ventures did not succeed. A severe capital crunch due to unsustainable business models, limited funding options and lack of substantial supportive ecosystems for training and upkeep are possible reasons for failure. [5] Even so, the idea of a women-centric service continues to remain valuable because of the promise of safety which is produced through considerations of class, caste, gender and religion (Phadke 2005). Any alternative to avoid interaction with men from a lower class or caste background or from another religion (especially Hindu/Muslim in Mumbai) is welcome in a society which is deeply stratified and entrenched in caste-class systems of religion and economy alike.</p>
<h3><strong>Conclusion</strong></h3>
<p>The pervasiveness of the discourses of safety and risk in the ride hailing space became apparent to me during field research. Respondents indicated a heightened awareness of my gender, referring to me as “madam” and taking measures to ensure my safety. They advised me to use a separate phone to interact with drivers and moderated my interactions with drivers on the Telegram group (run by one of the Unions in Mumbai). Union representatives were also diligent in moderating the group to filter out abusive language as a token of respect for women. My apprehensions in interacting with drivers, most of whom were older men from a lower class/caste community, were also indicative of my social conditioning as an upper class and upper caste woman. Self-policing and boundary setting in both physical and virtual interactions, while necessary to some extent, were often rendered useless as the shifting of risks became apparent to me in my interactions with the drivers.</p>
<p>In this piece, I have tried to show how gendered norms govern the construction of safety and risk which in turn regulate social interactions. Limiting exposure in a personal cab as opposed to a public bus/train also heightens considerations of intimacy and proximity to a potential aggressor (often from a marginalised sociocultural background). Women-centric cab services mitigate this by promoting the image of the female driver who breaks social norms. However, these services dwindle till they completely disappear due to a capital crunch or insufficient infrastructural support. Patriarchal contexts reaffirm the woman as a risky object by highlighting narratives of vulnerabilities and insecurities in the ridehailing space. Besides the woman, the cab drivers are held accountable for bearing this risk and ensuring her sexual and physical safety. These patriarchal hierarchies of protectionism are sustained by platform workers’ affective labour which lubricate the wheels of the platform economy.</p>
<h3><strong>Endnotes</strong></h3>
<p>[1] <a href="https://www.thehindu.com/news/cities/Delhi/free-rides-for-women-only-the-starting-point-say-activists/article28111938.ece" target="_blank">https://www.thehindu.com/news/cities/Delhi/free-rides-for-women-only-the-starting-point-say-activists/article28111938.ece</a></p>
<p>[2] <a href="https://www.olacabs.com/media/in/press/ola-foundation-launches-drive-to-enable-sustainable-livelihoods-for-500000-women-by-2025" target="_blank">https://www.olacabs.com/media/in/press/ola-foundation-launches-drive-to-enable-sustainable-livelihoods-for-500000-women-by-2025</a></p>
<p>[3] <a href="https://www.buzzfeed.com/soniathomas/girl-power" target="_blank">https://www.buzzfeed.com/soniathomas/girl-power</a></p>
<p>[4] <a href="https://yourstory.com/2018/11/uber-gender-awareness-sensitisation-driver" target="_blank">https://yourstory.com/2018/11/uber-gender-awareness-sensitisation-driver</a></p>
<p>[5] <a href="https://www.livemint.com/Companies/bo4534H8mOWo0oG6VQ0xbM/As-demand-for-womenonly-cab-services-grow-challenges-loom.html" target="_blank">https://www.livemint.com/Companies/bo4534H8mOWo0oG6VQ0xbM/As-demand-for-womenonly-cab-services-grow-challenges-loom.html</a></p>
<h3><strong>References</strong></h3>
<p>Berrington, E. and Jones, H., 2002. Reality vs. myth: Constructions of women’s insecurity. Feminist Media Studies, 2(3), pp.307-323.</p>
<p>Campbell, A., 2005. Keeping the ‘lady’ safe: The regulation of femininity through crime prevention literature. Critical Criminology, 13(2), pp.119-140.</p>
<p>Chopra, R., 2006. Invisible men: Masculinity, sexuality, and male domestic Labor. Men and Masculinities, 9(2), pp.152-167.</p>
<p>Green, E. and Singleton, C., 2006. Risky bodies at leisure: Young women negotiating space and place. Sociology, 40(5), pp.853-871.</p>
<p>Nixon, D., 2009. I Can’t Put a Smiley Face On’: Working‐Class Masculinity, Emotional Labour and Service Work in the ‘New Economy. Gender, Work & Organization, 16(3), pp.300-322.</p>
<p>Park, J., Kim, J., Pang, M.S. and Lee, B., 2017. Offender or guardian? An empirical analysis of ride-sharing and sexual assault. An Empirical Analysis of Ride-Sharing and Sexual Assault (April 10, 2017). KAIST College of Business Working Paper Series, (2017-006), pp.18-010.</p>
<p>Phadke, S., 2005. ‘You Can Be Lonely in a Crowd’ The Production of Safety in Mumbai. Indian Journal of Gender Studies, 12(1), pp.41-62.</p>
<p>Phadke, S., 2007. Dangerous liaisons: Women and men: Risk and reputation in Mumbai. Economic and Political Weekly, pp.1510-1518.</p>
<p>Phadke, S., 2013. Unfriendly bodies, hostile cities: Reflections on loitering and gendered public space. Economic and Political Weekly, pp.50-59.</p>
<p>Ranade, S., 2007. The way she moves: Mapping the everyday production of gender-space. Economic and Political Weekly, pp.1519-1526.</p>
<p>Raval, N. and Dourish, P., 2016, February. Standing out from the crowd: Emotional labor, body labor, and temporal labor in ridesharing. In Proceedings of the 19th ACM Conference on Computer-Supported Cooperative Work & Social Computing (pp. 97-107). ACM.</p>
<p>Sarriera, J.M., Álvarez, G.E., Blynn, K., Alesbury, A., Scully, T. and Zhao, J., 2017. To share or not to share: Investigating the social aspects of dynamic ridesharing. Transportation Research Record, 2605(1), pp.109-117.</p>
<p>Tuan, Y.F., 2013. Landscapes of fear. U of Minnesota Press.</p>
<p> </p>
<p>
For more details visit <a href='http://editors.cis-india.org/raw/anushree-gupta-ladies-log-women-safety-risk-transfer-ridehailing'>http://editors.cis-india.org/raw/anushree-gupta-ladies-log-women-safety-risk-transfer-ridehailing</a>
</p>
No publisherAnushree GuptaDigital LabourResearchPlatform-WorkNetwork EconomiesPublicationsResearchers at WorkMapping Digital Labour in India2020-05-19T06:29:12ZBlog EntrySarah Zia - Not knowing as pedagogy: Ride-hailing drivers in Delhi
http://editors.cis-india.org/raw/sarah-zia-not-knowing-as-pedagogy-ride-hailing-drivers-in-delhi
<b>Working in the gig-economy has been associated with economic vulnerabilities. However, there are also moral and affective vulnerabilities as workers find their worth measured everyday by their performance of—and at—work and in every interaction and movement. This essay by Sarah Zia is the second among a series of writings by researchers associated with the 'Mapping Digital Labour in India' project at the CIS, supported by the Azim Premji University, that were published on the Platypus blog of the Committee on the Anthropology of Science, Technology, and Computing (CASTAC). The essay is edited by Noopur Raval, who co-led the project.</b>
<p> </p>
<p><em>Originally published by the <a href="http://blog.castac.org/category/series/indias-gig-work-economy/" target="_blank">Platypus blog</a> of CASTAC on July 18, 2019.</em></p>
<h4>Summary of the essay in Hindi: <a href="https://youtu.be/KSYcT8XD0H4" target="_blank">Audio</a> (YouTube) and <a href="http://blog.castac.org/wp-content/uploads/sites/2/2019/07/CASTAC_Sarah_audiotranscript.docx" target="_blank">Transcript</a> (text)</h4>
<hr />
<p>Ride-hailing [1] platforms such as Olacabs and Uber have “disrupted” public transport in India since their arrival. It has been almost seven years since app-based ride-hailing became a permanent feature of urban and peri-urban India with these aggregators operating in over a 100 Indian cities now. Akin to the global story, much has happened – there was a period of boom and novelty for passengers and drivers, then incentives fell. Ride-hailing work has become increasingly demanding with reduced payouts. But what hasn’t received enough attention (especially outside the US) is how these platforms create a deliberate regime of information invisibility and control to keep the drivers constantly on their toes which works to the companies’ advantage. What then are the implications of this uncertainty, which is fueled by app design as well as by the companies’ decision that drivers need little or no information about users? How does service delivery operate in a context where those actually delivering it have little or no idea about the workings of the system?</p>
<h3><strong>When algorithms make us not know</strong></h3>
<p>Algorithmic interactions form the core of the technology in ride-hailing apps through which service seekers and providers interact. As Lee et al. (2015) describe, “Algorithmic management allows companies to oversee myriads of workers in an optimized manner at a large scale, but its impact on human workers and work practices has been largely unexplored… Algorithmic management is one of the core innovations that enables these (cab-riding) services.”</p>
<p>Algorithms are procedural logics that produce different effects depending on the data they receive and the outputs they are optimized for (Wilson, 2016). Moreover, platform companies are not transparent about how their business logics contribute to these “optimizations”, which makes it difficult for all the stakeholders (passengers, drivers, police personnel, etc.) to make an accurate assessment of their functioning. This essay, then, explores how the lack of transparency around algorithmic structures not only prohibits drivers from knowing completely and surely about their work (“why did I get this ride?”, “why did my ratings drop?”) but also how they build tactics of coping and earning from a place of unknowing. Algorithms act as a regulator of work and their inherent structure constrains drivers from knowing fully about their work. Unknowing thus has two aspects: first, drivers do not have access or means to gather information; second, it is difficult to be sure of the existence of the said information in the first place.</p>
<p>In my research on ridehailing in the Delhi-National Capital Region (NCR), there were three things that I asked drivers about which led to ambiguous and inconsistent replies: how rides were allocated, how fares were determined and how ratings worked. While some drivers told me upfront they did not know how these systems worked, others offered explanations that they had devised or heard from somewhere else. For instance, not knowing what they will make per trip means that drivers plan their day in terms of target earnings instead of number of trips. Nearly all drivers I spoke to said they aimed to make Rs 1500-2000 (approx USD 20-25) per day in order to break even, irrespective of whether that goal requires 10 or 15 trips in a day. Yet not knowing what the next trip will earn them means they can’t refuse rides easily. Many drivers expressed discomfort about this fact, especially when compared to other means such as auto-rickshaws and traditional cabs where drop destination is known beforehand and fares can also be pre-negotiated, Unlike ride-hailing drivers, auto rickshaw drivers have the right to refuse passengers.</p>
<p>Many drivers now call passengers after accepting their booking to find out the destination. According to some drivers, this call also helped them understand the kind of passengers they were about to get and sometimes even allowed re-negotiation of the drop location to a mutually convenient spot if it was originally in a congested area. They also felt that assessing passengers before a trip was important so that they could act as mediators in the information gatekeeping process, because the passengers would have seen the fare already. For a driver, the lack of information added many layers of constant negotiation in a single trip—starting from the call to find out the destination to conversations during the trip to gauge potential earnings to finally suggesting alternative drop locations if there are any constraints in accessing the original destination—before they can claim their rightful earnings.</p>
<p> </p>
<img src="http://editors.cis-india.org/CIS_APU_DigitalLabour_PlatypusEssays_SZ_01.jpeg/image_preview" alt="CIS_APU_DigitalLabour_PlatypusEssays_SZ_01" class="image-left image-inline" title="CIS_APU_DigitalLabour_PlatypusEssays_SZ_01" />
<h5>Ridehailing drivers only get the user’s name and pickup location as details about an upcoming trip. <em>Photo by Noopur Raval</em>.</h5>
<p> </p>
<p>Knowing the terms of work—such as when work ends and begins, how the good jobs are being allocated and to whom, and an explanation of one’s income—is a foundation of formal and informal work. Such information is crucial because it allows us to separate our work and personal lives. Knowledge of these obviously quantifiable parameters can help drivers plan their earnings and investments and, crucially, when they can take a break based on much more or less work they have to do in order to meet their income targets.</p>
<p>Furthermore, as drivers showed me, ride-hailing companies spontaneously change the revenue model for “driver-partners” (as they are called) by sending them an SMS right before the change happens, thereby altering trip and mileage targets frequently to keep a degree of unknowability in drivers’ work. This unknowability disincentivizes drivers from going off the road as per their will and helps maintain a steady supply of cabs on the road. As Alex Rosenblat has demonstrated in her study of US Uber and Lyft drivers, they are compelled to accept rides without knowing their profitability. While the app design gives them an option to “choose” to accept or reject a ride, drivers are constrained by lack of adequate information pertaining to the trip as well as the rider in making this choice. The ‘information asymmetry’, as Rosenblat calls it, also feeds into drivers’ mistrust of the companies and their policies (Rosenblat, 2018). Moreover, these feelings and the uncertainty fed by unknowing were not limited to drivers. Passengers also noticed that a ride between two points could cost different prices at different times of day and they were not sure why or how this cost was calculated.</p>
<h3><strong>Unknowability as a form of knowing: A pedagogy of coping</strong></h3>
<p>As I observed in my interactions with drivers online and offline, new drivers often struggled with the degree of uncertainty and unknowability while more experienced drivers had accepted ‘not knowing’ and the opacity of the system as features of their work.</p>
<p> </p>
<img src="http://editors.cis-india.org/CIS_APU_DigitalLabour_PlatypusEssays_SZ_02.jpg/image_preview" alt="CIS_APU_DigitalLabour_PlatypusEssays_SZ_02" class="image-left image-inline" title="CIS_APU_DigitalLabour_PlatypusEssays_SZ_02" />
<h5>Not knowing enough about how much will a ride earn them means drivers are forced to be on the roads, often without a break. <em>Photo by author</em>.</h5>
<p> </p>
<p>Similar to what Rosenblat, Gray et al. and others have observed in the US, in India drivers were constantly engaged in meaning-making through communicative labor, i.e., sharing their experiences with other local drivers online and offline. Agreeing, reassuring, and repeating that drivers actually do not know enough through these discussions also gave them shared confidence in their own abilities and how they were approaching work despite being firmly rooted in unknowing. For instance, when I asked one Uber driver about how ratings worked, they said that all 5-star drivers were matched with 5-star passengers. Another Uber driver said that the higher a passenger’s ratings, the less time they would have to wait for pick-up.</p>
<p>Other forms in which this kind of unknowing manifested was the lack of a fare chart or any minimum or uniform rating system, leaving drivers to offer their own interpretations and coping strategies. For instance, a driver pointed out how very few rides are likely to be available in a specific suburb during hot afternoons and therefore he avoided dropping passengers to that location after 2PM.</p>
<p>How, then, does one learn to cope with such unknowable systems as a worker? And what values does such a pedagogy of coping with algorithmic opacity imbibe? In my fieldwork, apart from answering my questions, drivers were extremely interested in talking about the companies, including news about companies’ stock value, their futures, profits, etc. A persistent rumour in the field was that Reliance, the country’s largest telecom provider, was soon coming up with a competitor ride-hailing app, suggesting that there could be an incentive boom again. In online Facebook groups, drivers often discussed company CEOs’ salaries, comparing them to their own. On the flipside, when videos of ride-hailing and food-delivery drivers getting beaten up or arrested or cheated surfaced, drivers would comment with advice on how to safeguard oneself, how to deal with errant customers and so on. I interpret these practices of making sense of long and short-term work, framed as responses to constant ambiguity and uncertainty, as the development of an “algorithmic gut”.</p>
<p>This gut responds to the anxieties produced by platform infrastructure through a keen awareness of the shifts, the tweaks, the changes and the errors. And it orients how drivers approach and cope with their work by acknowledging that there is a lot unknown (and unknowable) in this kind of daily work. It also guides how drivers focus on the short-term (daily) goal of making profit, such as by tuning into peer groups both online and offline where grievances are discussed, collective action planned, and floating rumours assessed. This gut is an affective, sensorial attunement to how platforms are allocating and shifting power among drivers and plays a generative role in guiding drivers’ work decisions.</p>
<h3><strong>Conclusion</strong></h3>
<p>Uncertainty is an embedded part of a ride-hailing cab’s model of service delivery. For ride-hailing drivers, this ambiguity translates into less control over everyday negotiation of work as well as planning of financial assets for the future.</p>
<p>In my interactions, I discovered that drivers are certain that they will never know more than the company. What this has led to is a driver who is cynical but not entirely pessimistic. Drivers acknowledge that while companies and their structures may be problematic, what will keep them employed is passengers’ appetite for a service like this. They would like to imagine the future of their work but are cognizant of the dual challenge of the present: making money while struggling for self-preservation in order to perform immediate activities. Drivers are cognizant of an ambiguous future and even hesitant to engage in long-term planning. For now, they would prefer better earnings and greater control over how they perform labour. Hence, their focus is on devising specific strategies for known, short-term challenges instead of running after an unknown future.</p>
<h3><strong>Endnotes</strong></h3>
<p>[1] Uber and homegrown Ola both started operations in India as ride-hailing services with the sharing options being added in 2015. Hence, the term ride-hailing has been used to describe these services which also includes ride sharing.</p>
<h3><strong>References</strong></h3>
<p>Davis, Jenny L. 2014. “Triangulating the Self: Identity Processes in a Connected Era.” Symbolic Interaction 37 (4): 500-523.</p>
<p>Dodge, Martin and Kitchin, Rob. 2005. “Codes of life: identification codes and the machine-readable world.” Environment and Planning D: Society and Space 2005 (23): 851-881</p>
<p>Gray, Mary L., et al. 2016. “The Crowd is a Collaborative Network.” Proceedings of the 19th ACM conference on computer-supported cooperative work & social computing. ACM, 2016.</p>
<p>Kitchin, Rob. 2017. “Thinking critically about and researching algorithms.” Information, Communication & Society 20 (1): 14-29.</p>
<p>Lee, Min Kyung, et al. 2015. “Working with Machines: The Impact of Algorithmic and Data-Driven Management on Human Workers.” Proceedings of the 33rd Annual ACM Conference on Human Factors in Computing Systems.</p>
<p>Rosenblat, Alex & Stark, Luke. 2016. “Algorithmic Labor and Information Asymmetries: A Case Study of Uber’s Drivers.” International Journal of Communication 10: 3758–3784.</p>
<p>Ruckenstein, Minna and Mika Pantzar. 2017. “Beyond the Quantified Self: Thematic exploration of a dataistic paradigm.” New Media & Society 19(3): 401-418.</p>
<p>Willson, Michele. 2016. “Algorithms (and the) everyday”. Information, Communication & Society 10.1080/1369118X.2016.1200645</p>
<p> </p>
<p>
For more details visit <a href='http://editors.cis-india.org/raw/sarah-zia-not-knowing-as-pedagogy-ride-hailing-drivers-in-delhi'>http://editors.cis-india.org/raw/sarah-zia-not-knowing-as-pedagogy-ride-hailing-drivers-in-delhi</a>
</p>
No publisherSarah ZiaDigital LabourResearchPlatform-WorkNetwork EconomiesPublicationsResearchers at WorkMapping Digital Labour in India2020-05-19T06:35:21ZBlog EntrySimiran Lalvani - Workers’ Fictive Kinship Relations in Mumbai App-based Food Delivery
http://editors.cis-india.org/raw/simiran-lalvani-workers-fictive-kinship-relations-app-based-food-delivery-mumbai
<b>Working in the gig-economy has been associated with economic vulnerabilities. However, there are also moral and affective vulnerabilities as workers find their worth measured everyday by their performance of—and at—work and in every interaction and movement. This essay by Simiran Lalvani is the first among a series of writings by researchers associated with the 'Mapping Digital Labour in India' project at the CIS, supported by the Azim Premji University, that were published on the Platypus blog of the Committee on the Anthropology of Science, Technology, and Computing (CASTAC). The essay is edited by Noopur Raval, who co-led the project concerned.</b>
<p> </p>
<p><em>Originally published by the <a href="http://blog.castac.org/category/series/indias-gig-work-economy/" target="_blank">Platypus blog</a> of CASTAC on July 4, 2019.</em></p>
<h4>Summary of the essay in Hindi: <a href="http://blog.castac.org/wp-content/uploads/sites/2/2019/07/Role-of-fictive-kinship-in-Mumbai-Hinglish-audio.mp3" target="_blank">Audio</a> (mp3) and <a href="http://blog.castac.org/wp-content/uploads/sites/2/2019/07/Fictive-Kinship-Gig-Work-Transcript.docx" target="_blank">Transcript</a> (docx)</h4>
<hr />
<p>Anthropologists have studied the role of kinship relations at the workplace in terms of how employers (De Neve, 2008) and workers use them (Parry, 2001). By contrast, digital labour scholars focus more on economic wellbeing and questions of fair work. But we know from the work of Mauss, Hart (Hart, 2000; Mauss, 2002) and others that all economic exchanges are also social relations. Additionally, economic and moral logics are different manifestations of the same ‘kernel of human relationships’ (Kofti, 2016). In the context of app-based food delivery work in Mumbai, workers’ actions and decisions were guided by them putting themselves in another’s shoes. Such moral acts of understanding and having understood were, as I will demonstrate, instances of Max Weber’s conception of verstehen or interpretative understanding which was important to understanding individuals’ participation in social relationships. This led me to explore gig-workers’ kinship relations at work, and their role in the existence and reproduction of these workers and this ‘new’ work.</p>
<p>This essay unpacks the values and expectations from the kinship term <em>bhai (brother)</em> in order to understand the morality invoked through its usage by app-based food delivery workers in Mumbai. In doing so, it considers the implications of such kinship sedimentations on the experience of workers in the gig economy, their negotiation with the discipline imposed by the employer and the experience of women workers who operate out of these kinship ties. I was compelled to notice the figure of the <em>bhai</em> – a male friend or acquaintance who would not only recruit but also provide various kinds of support on the job, helping app-based platforms maintain their workforce. I also interviewed female delivery workers in Mumbai and noticed that this brotherhood did not extend to them in the same way.</p>
<p><em>Bhai</em> is a Hindi word for ‘brother’ but in Bambaiyya Hindi (a non-canonical form of Hindi spoken in Mumbai) it signifies an influential or respected male figure who offers support and is trustworthy due to relatedness. <em>Bhai</em> and variations like <em>bhaiyya</em> lubricate daily transactions between auto-rickshaw drivers, grocers, watchmen or any unrelated man and woman with a sociality of kinship.</p>
<h3><strong>The role and functions of understanding by bhais in gig work</strong></h3>
<p>Acts of brotherly help and disciplining reveal that material actions are intertwined with an ethic of care, thereby illustrating the role of kinship as central to the economic work in the gig economy. Historically, the informal work of food delivery in Mumbai has been organised along the lines of caste, region (Quien, 1997) and familial networks. Within gig work, belonging to the city is a requirement as <em>bhais</em> recruit, advice and protect new joinees from their neighbourhood or communities as older brothers. Team leaders who occupy a position between the worker and the middle management at these companies are <em>bhais</em> that discipline, control and maintain the workforce for the company.</p>
<p>Prior to joining, newbies would ask friends about their experience and even make deliveries with their friends to understand the work. Bhais offer support by riding pillion, arriving at ‘unsafe’ delivery locations at night or assisting a worker if the customer was drunk or unwilling to pay for their order.</p>
<p>Like other gig work communities that network to produce tacit knowledge about work (Gray, Suri, Ali, & Kulkarni, 2016) the relationships of brotherhood in food delivery help workers gain knowledge about the rules of the company, while also helping them <em>find a way</em> around the rules. A <em>bhai</em> might offer to make an ID on behalf of those who were unable to do so due to lack of documents or offer an existing ID to those who may have been disabled or blocked by the company.</p>
<p><em>Bhais</em>, on the basis of relatedness due to experience of gig work, understand the needs of other gig workers. I suggest that this is <em>verstehen</em> and not simply a reflexive <em>understanding</em> since they, much like sociologists, also <em>understood</em> the nature of the situation (Tucker, 1965) that creates this relationship of relatedness and the importance of such a relationship in sustaining their future in this work as well as the future of this work.</p>
<h3><strong>Leaning on brotherhood to ‘safely’ deliver food as gig workers</strong></h3>
<p>Companies push a narrative of how working-class, male food delivery workers are safe to interact with because this work leads to working class men now arriving at the doorstep of the protected middle-class domestic sphere. Discourses of safety and trustworthiness are crucial to companies due to the middle-class, Indian anxiety around the separation of working-class men, considered dangerous and potential perpetrators of crime, from middle-class women, the victims of such crimes (Phadke, 2007).</p>
<p> </p>
<img src="http://editors.cis-india.org/CIS_APU_DigitalLabour_PlatypusEssays_SL_01.jpg/image_preview" alt="A sign written in Hindi reads " class="image-left image-inline" title="CIS_APU_DigitalLabour_PlatypusEssays_SL_01" />
<h5>In India, leaving one’s footwear outside before entering ‘sacred’ spaces like homes and temples is considered respectful. A notice outside an Uber Dost office in suburban Mumbai reads jootey-chhapal baahar nikaley or please leave your footwear outside – revealing an extension of the sacredness associated with familial spaces to the work place. (Image credit: author)</h5>
<p> </p>
<p>Since working class men are considered dangerous occupants of public space, how do workers feel safe and carefree in the everyday? The <em>bhai</em> who <em>understands</em> offers material support, protects and guides workers but <em>is also understood</em> as enabling a carefreeness in workers that makes this work and working-class men’s navigation of the public possible. Consider the case of Adarsh, an 18-year-old app-based worker who makes deliveries using a bicycle. Workers started helping him by offering to drop him to the delivery location on their motorcycles if they were headed in the same direction. As he described to me, he felt at ease knowing someone had his back: <em>Abhi ye log support ke liye rehte hai toh apne ko tension nahi rehta hai chalo bhai support ke liye apne peeche khada hai. (One does not feel tense if one knows that there is a brother backing one up)</em>.</p>
<h3><strong>Exclusions from brotherhood in the gig economy</strong></h3>
<p>App-based food delivery has opened up the historically male-dominated line of work to women in India but that has not insulated it from patriarchal norms.</p>
<p> </p>
<img src="http://editors.cis-india.org/CIS_APU_DigitalLabour_PlatypusEssays_SL_02.jpg/image_preview" alt="A banner outside a Domino's pizza franchise in India seeking delivery personnel reads: VACANCY (Only for boyys)" class="image-left image-inline" title="CIS_APU_DigitalLabour_PlatypusEssays_SL_02" />
<h5>Food delivery work in Mumbai has historically been male dominated work – be it the ubiquitous dabbawallas (carriers of home-cooked meals) or those working as delivery ‘boys’ in udupis, restaurants, fast food companies and with hawkers. (Image credit: author)</h5>
<p> </p>
<p>One married woman worker expressed her discomfort with male riders referring to women workers as <em>bacchi</em> (Bambaiyya slang for younger brother) since it collapsed a sense of formality and familiarity that could be acceptable to young, unmarried girls. Women workers were aware that women have a high attrition in food delivery. They cannot afford to reject kinship constructions because such relations make work possible and tolerable in the everyday so they modulate the correct amount of kinship ties with a ‘respectable distance.’</p>
<p>The brotherhood of workers is not uniform or homogeneous since men’s ability to participate in this fictive kinship can be constrained either due to their identities or inability to support strikes.</p>
<p>Brotherhood absorbs risks for workers and allows workers to be <em>bindaas</em>, presenting an opportunity for tactical resistance. Leveraging brotherhood as a <em>platform</em> (Gillespie Tarleton, 2010), workers would strike and companies having understood the role of brotherhood too, would offer the position of 'team leader' to leaders of such strikes. Most <em>bhais</em> chose moral and affective bonds of brotherhood over such a 'promotion.'</p>
<p>Working in the gig-economy has been associated with economic vulnerabilities, however there are also moral and affective vulnerabilities as workers find their worth measured everyday by their performance of—and at—work and in every interaction and movement. Such a display of <em>verstehen</em> by the delivery workers is a response to engaging with a world of work that continuously measures one’s credibility and ties it to material rewards. It can be read as an attempt to secure an income and guard one’s sense of self.</p>
<h3><strong>References</strong></h3>
<p>De Neve, G. (2008). ‘We are all sondukarar (relatives)!’: Kinship and its morality in an urban industry of Tamilnadu, South India. Modern Asian Studies, 42(1), 211–246. <a href="https://doi.org/10.1017/S0026749X0700282X">https://doi.org/10.1017/S0026749X0700282X</a></p>
<p>Gillespie Tarleton. (2010). Politics of Platforms. New Media and Society, 12(3). <a href="https://doi.org/10.1177/1461444809342738">https://doi.org/10.1177/1461444809342738</a></p>
<p>Gray, M. L., Suri, S., Ali, S. S., & Kulkarni, D. (2016). The Crowd is a Collaborative Network. Proceedings of the 19th ACM Conference on Computer-Supported Cooperative Work & Social Computing – CSCW ’16, 134–147. <a href="https://doi.org/10.1145/2818048.2819942">https://doi.org/10.1145/2818048.2819942</a></p>
<p>Hart, K. (2000). Kinship, Contract and Trust: The Economic Organization of Migrants in an African City Slum. In D. Gambetta (Ed.), Trust: Making and Breaking Cooperative Relations (pp. 176–193). University of Oxford.</p>
<p>Kofti, D. (2016). Moral economy of flexible production: Fabricating precarity between the conveyor belt and the household. Anthropological Theory, 16(4), 433–453. <a href="https://doi.org/10.1177/1463499616679538">https://doi.org/10.1177/1463499616679538</a></p>
<p>Mauss, M. (2002). The gift: The form and reason for exchange in archaic societies. London: Routledge.</p>
<p>Parry, J. P. (2001). Ankalu’s Errant Wife: Sex, Marriage and Industry in Contemporary Chhattisgarh. Modern Asian Studies, 35(4), 783–820. <a href="https://doi.org/10.1017/S0026749X01004024">https://doi.org/10.1017/S0026749X01004024</a></p>
<p>Phadke, S. (2007). Dangerous Liaisons: Women and Men: Risk and Reputation in Mumbai. Economic and Political Weekly, 42(17), 1510–1518.</p>
<p>Quien, A. (1997). Mumbai’s Dabbawalla: Omnipresent Worker and Absent City-Dweller. Economic and Political Weekly, 32(13), 637–640.</p>
<p>Tucker, W. T. (1965). Max Weber’s Verstehen. The Sociological Quarterly, 6(2), 157–165. <a href="https://doi.org/10.1111/j.1533-8525.1965.tb01649.x">https://doi.org/10.1111/j.1533-8525.1965.tb01649.x</a></p>
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For more details visit <a href='http://editors.cis-india.org/raw/simiran-lalvani-workers-fictive-kinship-relations-app-based-food-delivery-mumbai'>http://editors.cis-india.org/raw/simiran-lalvani-workers-fictive-kinship-relations-app-based-food-delivery-mumbai</a>
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No publisherSimiran LalvaniDigital LabourResearchPlatform-WorkNetwork EconomiesResearchers at WorkMapping Digital Labour in India2020-05-19T06:25:54ZBlog Entry#MappingDigitalLabour - Panel discussion on platform-work in Mumbai and New Delhi
http://editors.cis-india.org/raw/platform-work-india-panel-discussion-20190719
<b>With the rise and popularity of app-based platforms such as Ola, Uber, Swiggy Zomato, and others, there are growing public conversation about regulation of such 'gig-work' platforms and the work conditions of people who work for them. The Centre for Internet and Society (CIS) invites you to a panel discussion on Friday, July 19 in our Bangalore office, where the researchers associated with the project will present preliminary findings, and ethical and methodological challenges of studying app-based platform-work in India. Panelists Anushree Gupta, Rajendra Jadhav, Sarah Zia and Simiran Lalvani, who have conducted field studies of ride-hailing and food-delivery work in Mumbai and New Delhi, will share their preliminary field insights along with reflections on what it meant to do such studies, how they went about studying gig-work, and challenges that arose in their work. The discussion will be moderated by Noopur Raval who co-led the project. We invite scholars, journalists, and all interested members of the public to join us for the event. Tea and snacks will be served at 5 pm. </b>
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<h4>This project is supported by research assistance from the Azim Premji University.</h4>
<h4>Download: <a href="https://raw.githubusercontent.com/cis-india/website/master/img/CIS_MappingDigitalLabour_PanelDiscussion_20190719_web.jpg" target="_blank">Poster</a> and <a href="https://raw.githubusercontent.com/cis-india/website/master/img/CIS_MappingDigitalLabour_PanelDiscussion_20190719_flyer.jpg" target="_banner">Flyer</a></h4>
<h4>Session Recording: <a href="https://www.youtube.com/watch?v=Q1lwpb3jRMQ" target="_blank">Video</a> (YouTube)</h4>
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<h3>Agenda</h3>
<p>5:00 pm - Tea and snacks in the CIS lawn</p>
<p>5:30 pm - Introduction to the project (Sumandro)</p>
<p>5:40-6:20 pm - Reflections based on field studies by the speakers (Anushree, Rajendra, Sarah, and Simiran)</p>
<p>6:20-6:40 pm - Speakers' responses to questions posed by the moderator (speakers and Noopur)</p>
<p>6:40-7:15 pm - Open discussion (moderated by Noopur)</p>
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<h3>Speakers and Moderator</h3>
<p><strong>Anushree Gupta</strong> is a Research Associate at Tandem Research. She is interested in studying the embeddedness of technology in society, with a focus on technical workers. Her research interests include technology mediated work, digital technologies and labour sociology. Her masters thesis examined the structure and dissemination of training in vocational education institutes (ITIs). Anushree has worked professionally on software development projects, including game development and social media analytics. She holds an MA in Development Studies from the Tata Institute of Social Sciences, Mumbai and a B. Tech. (ICT) from DA-IICT, Gandhinagar.</p>
<p>Anushree studied dimensions of platform-work among taxi drivers in Mumbai for this project.</p>
<p><strong>Rajendra Jadhav</strong> is working as a research consultant, research fellow, researcher and research mentor with various non government organisations and academic institute for last 12 years. Rajendra has worked with Tata Institute of Social Sciences Mumbai as a Research Officer, as Program Director for PUKAR’s Youth Research Fellowship Program, and with National Dalit Watch - NCDHR, New Delhi as a National Coordinator for Research and Advocacy. Rajendra has pursued MA in Media and Cultural Studies from Tata Institute of Social Sciences, Mumbai.</p>
<p>Rajendra studied dimensions of platform-work among food delivery persons in New Delhi for this project.</p>
<p><strong>Sarah Zia</strong> is an education reporter working with Live Mint, and has previously worked with the Times of India and has undertaken an independent study of mobility and transport in Delhi (focusing on paratransit in Delhi and the Delhi Ring Railway). Sarah has pursued MA in Mass Communication from AJK Mass Communication Research Centre, Jamia Millia Islamia, Delhi.</p>
<p>Sarah studied dimensions of platform-work among taxi drivers in New Delhi for this project.</p>
<p><strong>Simiran Lalvani</strong> is currently working as a Consultant at Microsoft Research on a Future of Work project. She has an MA in Development and Labour Studies from the Centre for Informal Sector and Labour Studies, Jawaharlal Nehru University (JNU), New Delhi.</p>
<p>Simiran studied dimensions of platform-work among food delivery persons in Mumbai for this project.</p>
<p><strong>Noopur Raval</strong> is a PhD researcher at the University of California Irvine where she studies issues of labor technology. She has also worked with the Wikimedia Foundation and Microsoft Research in the past. She is interested in questions of intersectionality, and is an avid consumer of popular culture and food.</p>
<p>Noopur is a co-principal investigator of this project (along with Sumandro).</p>
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For more details visit <a href='http://editors.cis-india.org/raw/platform-work-india-panel-discussion-20190719'>http://editors.cis-india.org/raw/platform-work-india-panel-discussion-20190719</a>
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No publishersumandroRAW EventsGig WorkDigital LabourPlatform-WorkResearchers at WorkEventMapping Digital Labour in India2019-07-20T11:58:19ZEvent