Centre for Internet and Society

A Compilation of Research on the Gig Economy

Aayush Rathi, Ambika Tandon, Sumandro Chattapadhyay — 2020-05-19T08:20:20Z

Over the past year, researchers at CIS have been studying gig economies and gig workers in India. Their work has involved consultative discussions with domestic workers, food delivery workers, taxi drivers, trade union leaders, and government representatives to document the state of gig work in India, and highlight the concerns of gig workers. The imposition of a severe lockdown in India in response to the outbreak of COVID-19 has left gig workers in precarious positions. Without the privilege of social distancing, these workers are having to contend with a drastic reduction in income, while also placing themselves at heightened health risks.

On gig economy during the COVID-19 pandemic

Supported by Feminist Internet Research Network led by the Association for Progressive Communications (APC) and funded by the International Development Research Centre (IDRC)

Along with Tandem Research, we spoke to leaders of four unions that represent gig workers across the country about the risks and vulnerabilities that they are having to contend with in the face of the COVID-19 crisis. Zothan Mawii (Tandem Research), Ambika Tandon, and Aayush Rathi share key reflections in this essay published on The Wire. (link).
Based on the discussion, a charter of recommendations was prepared with contributions from participants, and was shared with public and private stakeholders. (link)

On domestic workers in the platform economy

Supported by Feminist Internet Research Network led by the Association for Progressive Communications (APC) and funded by the International Development Research Centre (IDRC)

We discussed our ongoing research on the platformisation of domestic work in India with domestic workers, union members, and representatives from the Karnataka Labour Department in November 2019. Tasneem Mewa documented the rich discussion from this consultation. (link)

CIS worked with members of the Domestic Workers Rights Union to conduct field research on the lives and challenges of domestic workers in the platform economy. The following essays published on GenderIT capture their experiences of doing this research:

Parijatha G.P. writes about a “gated society management app,” MyGate, and the experiences of surveillance of migrant workers in Bengaluru. (link)
Radha Keerthna writes about the similarity in the conditions of domestic workers in the traditional and platform economy, particularly the precarity and invisibility of labour. (link)
Sumathi, a union leader, reflects on and her experience as an activist-researcher interacting with domestic gig workers through the course of our study. (link)
Zeenathunissa shares the difficulty of speaking to domestic workers in the gig economy, especially when workers undergo constant surveillance by employers and companies. (link)

On economic, algorithmic, and affective vulnerabilities of gig workers

Supported by Azim Premji University

CIS commissioned a set of four field studies of platform workers delivering food and driving taxis for platform companies in Mumbai and New Delhi. The researchers involved wrote a series of essays that were published by Platypus blog of CASTAC:

Anushree Gupta explores women’s presence as workers as well as passengers/customers in the ride hailing platform economy in Mumbai and related concerns of safety and risk mitigation. (link)
Sarah Zia highlights how algorithmic management of work and revenue targets of gig workers impact their everyday lives and plans for the future. (link)
Kinship networks are a critical source of safety and security for workers in the gig economy. Simiran Lalvani writes about the network among transportation workers in Mumbai, also reflecting on implications for those who are excluded. (link)
Noopur Raval and Rajendra Jadhav describe the unregulated and exploitative temporal structures of gig work, and how work-time of gig workers get configured by customer-facing promises of platform companies. (link)
The four researchers, led by Noopur Raval (co-PI for the project, held a roundtable discussion to reflect on methods, challenges, inter-subjectivities and possible future directions for research on the gig economy and its workers. (link)

The consultants - Noopur Raval, Anushree Gupta, Rajendra Jadhav, Sarah Zia and Simiran Lalvani - involved in this project on mapping digital labour in India’s platform economies (in Mumbai and New Delhi) gathered in Bengaluru on July 19, 2019 to 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. Watch the livestream from this discussion here.

For more details visit https://cis-india.org/raw/a-compilation-of-research-on-the-gig-economy

Labour futures: Intersectional responses to southern digital platform economies

Aayush Rathi and Ambika Tandon — 2021-01-27T08:43:36Z

It is our great pleasure to announce that we are undertaking a two-year research project to comprehensively analyse dominant and emerging sectors in India’s platform economies. The project is funded by a research grant of USD 200,000 from the Internet Society Foundation.

The works emerging from this project will directly inform the ongoing challenges that various stakeholders are encountering in negotiating policy-making for the platform economy. It will attempt to address these challenges by bringing forth a southern and worker-first understanding of the platform economy. In the immediate term, the project will speak to labour law "reforms" underway in India. In the long term, it will engage with historical and forthcoming policy discourse regionally and in India around regulation of e-commerce, trade, competition, and digital platforms.

Provocations

Few recent developments in recent times have attracted as much public and scholarly and policy attention as the platform economy (and it’s various terminologies such as sharing/gig/on-demand economy). While it is widely acknowledged that the platform economy is rapidly growing, very little is known about its size other than monetary estimates of market size. Reliable quantitative data on even some of the fundamental aspects of the platform economy has been unavailable. Platform companies have been notoriously averse to publishing open datasets, and the dispersed nature of the platforms and their workforces has made data collection particularly challenging. Innovative methodologies of data collection are urgent.

Another reason for the increasing attention has been the increasing embeddedness of platforms in urban infrastructures, and their central role in urban life. Several camps building approaches to and analyses of the platform economy have already been set-up across and within disciplines. Economists have offered a narrative of platform work that emphasises efficiency and opportunity, with some discussion of disruption of employment relations. Sociological work has focused on two main topics to explain outcomes for platform work—precarity, which focuses on employment classification and insecure labour, and technological control via algorithms. Both of these suggest exploitative experiences of platform labour.

Despite a global proliferation of digital platforms and their integration within numerous urban operations, much of the examination around these tools has tended to focus on their implementation within northern cities. Qualitative work in southern contexts is growing, and has been rich, but has often used similar analytical lenses as work in the North. This is showcased by the outsized attention paid in scholarship to models of labour platformisation referred to with the monikers ‘Uberisation’ and ‘Uber for X’, which limit the imagination of the platform economy to on-demand work. This research team’s work of platformisation in the domestic work sector in India has shown how such work, while crucial, essentialises a male and techno-centric formulation of the experiences of platform labour. There is an urgent need for a southern-led analytic approach to platform economies, which emphasises labour force intersectionalities, informalities in southern contexts, connections to conventional labour markets economics and regulation, and institutional voids in southern economies.

Hypothesis and research questions

The central hypothesis for this research project is that the generation of systematic macro-level data and robust regulatory documentation will lead to effective policy-making and advocacy. This can achieve secure and gainful labour market outcomes for workers in rapidly digitising southern economies. Achieving these outcomes will require multi-pronged strategies that can create pathways for structural changes. Such strategies include top-down approaches which will support regulatory and legislative policies, and judicial action through evidence-building. We will also focus on the embedding of bottom-up approaches in regulatory processes such as through workers’ organisation and resistance.

The broad research questions for this project are:

What are the determinants and characteristics, historical and emergent, of digital platform entities’ recruitment, workforce management and economic value creation strategies?
What institutional roles, vis-à-vis civil society, markets and the state, are digital platform entities in the global south(s) occupying and seeking to occupy?
What are (a) regulatory, (b) corporate policy and (c) individual/collective labour responses that can generate equitable and gainful outcomes for workers in the digital platform economies?

Research team

The research project will be led by Aayush Rathi and Ambika Tandon, along with Amber Sinha. Shayna Robinson, from the Internet Society Foundation, will be supporting our endeavours.

Work with us

The success of this project will be contingent on inter/trans-disciplinary approaches to generate sustainable and gainful work outcomes for the bodies labouring in the platform economies. In addition to stakeholder groups directly engaged in the platform economies, we plan to work with a diverse set of individuals and groups, including public interest technologists, economists, practitioners, labour and technology historians, and designers.

If you are interested in contributing to this project and collaborating on similar agendas, do reach out to either Aayush Rathi (aayush@cis-india.org) or Ambika Tandon (ambika@cis-india.org).

Do keep an eye out on CIS’s website and social media handles for listings of specific work opportunities on this and other projects. One such opportunity is here.

For more details visit https://cis-india.org/raw/labour-futures-intersectional-responses-to-southern-digital-platform-economies

Your economy, our livelihoods: A policy brief by the All India Gig Workers’ Union

W.C. Shukla, Rikta Krishnaswamy, Rohin Garg, Gunjan Jena, and S.B. Natarajan — 2024-01-31T00:02:12Z

In this policy brief, the All India Gig Workers’ Union (AIGWU) presents its critique on NITI Aayog’s report on India’s platform economy. Through experiences from over 3 years of organising gig workers across India, they highlight fallacies in the report that disregard workers’ experiences and realities. They present alternative recommendations that are responsive to these realities, and offer pathways towards rights-affirming futures for workers in the platform economy.

Click to download the full report

Alternative recommendations towards rights-affirming futures for workers in the platform economy

Regulating the unchecked rise of platforms and the platform workforce

The rise of platforms will not only affect workers in blue collar or grey collar jobs but also engulf other service sectors that currently provide permanent and dignified employment. The platform and gig work paradigm must not be used as a way to further deregulate the Indian economy by subterfuge.

Robust regulatory mechanisms and worker protections must be extended to the gig economy and other forms of perennial employment threatened by the new Central labour codes. Gig workers must be recognised as employees with a clear test of employment enshrined in law.

A stronger push towards better paradigms of work can only come from alternative models of platform work. It is essential that the government foster the creation of platform cooperatives in certain service sectors. Such platform cooperatives will mitigate market concentration that results from the network effects of large private platforms, offer greater stability than profit-oriented private platforms, and offer genuine pro-people alternatives.

Securing data rights and employment security

Gig workers must be guaranteed individual and collective rights to their data collected and stored by platforms. Workers’ data should belong to the workers. Workers should be able to access verified records of their training (if any) and work contributions. The government should prescribe standards to ensure that these records are machine-readable and universally inter-operable. In addition, workers must have easy access to verified receipts for each successful task performed on the platform.

Centering gender-responsive protections for workers facing intersectional vulnerabilities

Platform work is uncritically accepted as a panacea for women without taking a deeper look at labour practices, and how women workers may be particularly vulnerable to workplace risks and exploitation.

Considering these vulnerabilities, there must be legal and regulatory measures enabling women to participate in the gig economy more fully—for example, creches, sexual harassment prevention measures, equal wages, and proper hours and working conditions. Crucially, there should be safety provisions for all gig workers, especially for women who face greater dangers of harassment. Importantly, accessible and efficient enforcement mechanisms must be introduced to operationalise schemes and rights for women workers.

Securing minimum social protection guarantees for all workers on digital platforms

Effective minimum wages of INR 26,000 per month must be enforced as demanded by the Joint Platform of Central Trade Unions in India. This figure must be used to determine the minimum earnings for an hour’s worth of work on a platform.

Provision for Provident Fund (PF) must be introduced, and a bank account that does not require minimum balances or related charges must also be guaranteed. Social insurance measures must be guaranteed including health insurance, personal accident insurance, pension, maternity benefits, and disability benefits. In addition, the state government must consider waiving off charges relating to fuel surcharges and parking expenses/ penalties for gig workers, while on duty.

Security and safety for women workers must be addressed by issuing government ID cards for gig workers. Gig workers are required to travel to unknown localities, where residents tend to be suspicious of them. The government ID card will help workers establish their identity and increase their credibility among the residents.

Social security legislation and a tripartite board (with representation of workers and worker organisations, government, and platforms) must be constituted to ensure registration of all platform-based gig workers and facilitate their access to social security. The law should cover all those persons who are engaged in professions that are using digital platforms for their last mile delivery.

Building accountability mechanisms for financial inclusion measures on platforms

While including gig workers into the formal banking system is essential, this must not be used as a pretext to ensnare them into debt traps. Should the government wish to use platforms as a lever for financial inclusion, it must mandate platforms to deposit a minimum amount above and beyond workers’ existing incomes towards their consumption. For platforms, existing schemes must be rejigged—Firstly, the burden of credit schemes must not be borne only by public sector banks; the private sector must also be directed to take on some of the lending. Secondly, interest rates may be lowered for such loans, but this reduced rate must be made conditional on ensuring a certain threshold of working conditions to gig workers.

Developing workforce estimation strategies that reflect workers’ realities

Workers in the gig economy must not blindly be lumped with the unorganised sector without an understanding of nuances within the broad definition of the gig economy. Assumptions that workers in the gig economy have alternate sources of income must be refuted. Rather, in the case of gig workers in the Indian context, ground realities show that this work actually constitutes primary sources of income.

Primary data must be collected across the country where platform work is seen as a clear option for individuals to choose as a profession. Thus, one can estimate the percentage of the population that depends on the gig economy in a consistent manner. Digital platforms must provide adequate data to state governments on the number of workers registered on the platform in every region (along with work time data) in order for governments to actively prepare for public infrastructure requirements required for such employment generation.

Contributors

Authors: W.C. Shukla, Rikta Krishnaswamy, Rohin Garg, Gunjan Jena, and S.B. Natarajan

Images: All India Gig Workers’ Union (AIGWU)

Design: Annushka Jaliwala

About the All India Gig Workers’ Union (AIGWU)

The All India Gig Workers’ Union (AIGWU) is a registered trade union for all food delivery, logistics, and service workers that work on any app-based platforms in India.

Contact: contactaigwu@gmail.com

Connect: Twitter; Facebook

The views and opinions expressed on this page are those of their individual authors. Unless the opposite is explicitly stated, or unless the opposite may be reasonably inferred, CIS does not subscribe to these views and opinions which belong to their individual authors. CIS does not accept any responsibility, legal or otherwise, for the views and opinions of these individual authors. For an official statement from CIS on a particular issue, please contact us directly.

For more details visit https://cis-india.org/raw/your-econonomy-our-livelihoods-a-policy-brief-by-the-all-india-gigi-workers-union

Workers’ experiences in app-based taxi and delivery sectors: Key initial findings from multi-city quantitative surveys

2024-02-16T01:27:07Z

In 2021-22, the labour research vertical at CIS conducted quantitative surveys with over 1,000 taxi and delivery workers employed in the app-based and offline sectors. The surveys covered key employment indicators, including earnings and working hours, initial investments and work-related cost burdens, income and social security, platform policies and management, and employment arrangements. The surveys were part of the ‘Labour Futures’ project supported by the Internet Society Foundation.

It has been over a decade since app-based delivery and taxi sectors began operations in India, and have since expanded to several metropolitan and smaller cities. These sectors together account for the largest proportion of the platform workforce in India. Workers’ collective action and demands have revealed extractive labour practices in the platform economy. However, there has been a dearth of reliable quantitative data on essential labour and economic wellbeing indicators for workers. In 2021-22, we conducted surveys with workers in the taxi and delivery sectors aiming to build an evidence base for worker-first policy-making in the platform economy. 1,048 workers were surveyed across four tier 1 and tier 2 cities—Delhi NCR, Mumbai, Lucknow, and Guwahati.

Research questions

What is the nature and scale of platform operations in the delivery and taxi sectors within various tier 1 and tier 2 cities in India?
What are the socio-economic contexts shaping workers’ decisions around transitioning in and out of the platform workforce in the delivery and taxi sectors?
What are the tangible and intangible costs, and conditions of work that workers navigate to sustain their employment on delivery and taxi platforms?
How does the assemblage of informal and formal structures, actors, and systems of work management shape economic outcomes for workers on delivery and taxi platforms?

Key initial findings

Diverse employment arrangements
There is a sizeable presence of heterogeneous work organisation systems on both app-based delivery and taxi sectors, which diverge from an on-demand model. These systems mediate multiple aspects of everyday work allocation and processes, spatio-temporal rhythms of work, platform design and management, modes of labour control, levels of reintermediation, and employment arrangements.

In the delivery sector, typologies are driven by platform models and work processes. Typologies of work organisation and control in the taxi sector, on the other hand, are centred around diverse employment arrangements and vehicle ownership models.

Socio-economic vulnerabilities impacting work outcomes
Workers in both the delivery and taxi sectors face a number of socioeconomic vulnerabilities that influence their entry and continued employment in platform work. Key motivating factors to enter platform work involved the lack of alternative employment opportunities (over 50 percent in both sectors) and the possibility of better pay than other available jobs (over 40 percent in both sectors).

An overwhelming proportion of workers (over 95 percent in both sectors) were engaged in platform work as their main source of income, as opposed to part-time employment. Workers also faced significant economic burdens in various ways such as being sole earners in their household, having multiple financial dependents, providing remittances back home, and so on. Worsening these burdens was the widespread income insecurity that workers faced in both sectors—for around 50 percent of them, earnings from platform work were insufficient for covering basic household expenses.

Insufficient earnings and rising work-related expenses
Workers' experiences highlight how the majority of workers are forced to deal with low-wage outcomes, worsened by a reduction in bonuses, and high operational work-related expenses. Earnings remain low and uncertain for workers despite the fact that they put in long work hours. At the median level, workers on delivery platforms were working 70 hours a week, and those on taxi platforms were working an even higher 84 hours a week.

In addition to platform charges and commissions, numerous work-related expenses such as fuel and vehicle maintenance costs are important factors that determine take home earnings for workers. The median net earnings, after accounting for all these costs, were INR 3,800 for delivery workers, and INR 5,000 for taxi workers. When adjusted for standard weekly work hours (48 hours/week), these earnings do not meet national minimum wage standards.

Absence of occupational health measures and social protection
Workers in both delivery and taxi sectors are already working immensely long hours in order to try and make adequate earnings on the platform, sometimes working almost double the amount when compared to standard weekly work hours. They also faced additional occupational health and safety risks during their work. Workers in both sectors faced grievous risks during work hours including those relating to road safety (around 80 percent), weather conditions (around 40 percent; 52 percent for delivery workers), theft (around 30 percent), and physical assault (around 25 percent).

To make matters worse, workers were not provided adequate social protections to cope with workplace safety risks. Workers in the taxi sector had very low levels of access to crucial protections such as health insurance (6 percent) and accident insurance (28 percent). Access was relatively higher for workers in the delivery sector—32 percent had access to health insurance, and 62 percent had access to accident insurance. However, workers faced several barriers in receiving these benefits and protections, owing to burdensome and unreliable insurance claims processes.

Upcoming outputs
We hope that findings from these surveys are instrumental in speaking to extant and developing labour policy interventions, as well as adjacent policy areas including social protection, urban and infrastructural development, and sectoral regulation.

In the coming weeks, we will be publishing a series of city briefs for each of the four survey cities. These briefs will be presented as data visualisation narratives, showing how workers’ experiences with platforms vary across tier 1 and tier 2 cities.

Shared under the Creative Commons Attribution-ShareAlike 4.0 International License (CC BY-SA 4.0)

For more details visit https://cis-india.org/raw/workers-experiences-in-app-based-taxi-and-delivery-sectors-key-initial-findings-from-multi-city-quantitative-surveys

Inputs to the public consultation on the draft Code on Social Security (Central) Rules, 2020 - Joint submission by an alliance of trade unions and civil society organisations

Aayush Rathi and Ambika Tandon — 2020-12-22T09:52:13Z

The Centre for Internet and Society (CIS) contributed to a joint submission by IT for Change and various trade union and civil society organisations in response to the public consultation of the Ministry of Labour and Employment on the draft Code on Social Security Rules, 2020. Here are the overview, full text of the submitted inputs, and names of organisations and individuals who endorsed them.

Cross-posted from IT for Change.

Full text of submitted inputs: Download (PDF)

Overview

A legal framework that addresses workers’ rights in the digital economy from all angles is imperative to address labour concerns in the 21st century. We welcome the inclusion of platform workers and gig workers in the Code on Social Security, 2020. However, we have some concerns regarding the draft Code on Social Security (Central) Rules, 2020 (hereinafter the “Draft Rules”), vis-à-vis the implementation of platform workers’ rights. In this document, we first list down our overall concerns before proceeding to a section specific critique in the format required by the consultation.

1. Failure to universalise social security for platform workers: In their current form, the Draft Rules do not provide a social security framework for platform workers founded on the cardinal principles of universal social security. A basic social protection floor for all platform workers, including benefits such as universal maternal care and accident insurance, has not been guaranteed. Instead, the Draft Rules impose an age limit for platform workers to be eligible for social security [Rule 50(2)(d)], and also confer on the government the power to prescribe additional eligibility criteria [Rule 50(2)(f)]. These provisions are likely to narrow the pool of workers who can avail the benefits under this law. Also, facilitation centres and toll-free helplines to onboard platform and gig workers into any future social security schemes have not been provided for in the Draft Rules, even though these were mentioned in the Code on Social Security, 2020.

2. Lack of clarity on aggregator contributions: The Draft Rules also indicate that aggregators will have to contribute towards any social security scheme that may be framed by the government. This is appreciated. However, further clarity on how these contributions will be assessed in the context of the reality of platform work arrangements is needed. Platform workers may work for several aggregators simultaneously, and be engaged as workers for intermittent and irregular periods of time. As it stands, the Draft Rules do not address how the minimum period of 90 days of being engaged as a platform worker is to be calculated — a mandatory eligibility criteria for registration under Rule 50(2)(d). It also does not outline how the number of days worked impacts the nature and extent of social protection that platform workers are eligible for. Additionally, under Guideline 6 of the Motor Vehicles Aggregators Guidelines, 2020 issued in November 2020, certain compliances are imposed on aggregators towards their drivers, such as health insurance and term insurance. It is unclear how obligations under the Motor Vehicles Aggregators Guidelines, 2020 will apply in consonance with aggregators’ contributions under the Draft Rules on the Code on Social Security, 2020.

3. Absence of clear criteria to determine exemption of aggregators from contributions to social security: Section 114(7)(ii) of the Code on Social Security, 2020 permits the central government to use its discretionary powers to exempt aggregators from contributions to platform workers’ social security. It would have been important for the Draft Rules to clearly spell out the conditions under which aggregators could be exempted to ensure that aggregators do not evade their responsibilities towards their platform workers and gig workers. This has not been done, and aggregator exemption is now possible solely at the discretion of the central government.

4. Flaws in the mechanisms outlined for constituting the National Social Security Board for Gig Workers and Platform Workers: There is currently no timeline for its constitution, leaving its existence to be determined as per the whims of the government. Furthermore, there is no transparency in the Draft Rules around the procedure by which the central government will nominate platform workers’ representatives to this Board. In this regard, the lack of a clearly spelt out role for trade unions and workers’ associations is also a major flaw, as workers’ organisations must have effective representation concerning social security schemes intended for their benefit.

5. No guarantees for workers’ data rights: We are also concerned that the Draft Rules attempt to create a centralised database of platform workers and gig workers, to be enabled by the sharing of data by aggregators with the state. This data will include workers’ personal data, and in the absence of personal data protection legislation, this has serious implications for workers’ data rights and privacy. It is imperative that the draft Personal Data Protection Bill, 2019 be passed at the earliest to safeguard against state and/or aggregator excesses in this regard. We also recommend the inclusion of clear purpose and use limitation safeguards in these Draft Rules itself, as part of enshrining the right to privacy. Additionally, workers must have the right to edit, correct and dispute the records of aggregators, and a mechanism for such an audit must be established by the government. Workers must also have the right to retain a certified, machine-readable copy of their data.

6. Shortcomings of a centralised database: We also urge the central government to rethink the vision of a centralised database, and instead, explore the possibility of a federated architecture, with room for democratic and decentralised data management by workers themselves with involvement from state and local government agencies (building on labour welfare models). We are firmly of the view that the concentration of power and authority in the Central Government is unlikely to enable access to every last worker in a country of our complexity and size.

7. Inadequacies of the foundational legislation: We would also like to highlight how the foundational flaws of the Code on Social Security, 2020 mar the efficacy and effectiveness of the Draft Rules in being able to provide social security entitlements to platform and gig workers. Firstly, in Chapter 1, Section 2 of the Code, there is no clarification on what to do about platform aggregators repeatedly referring to their “platform workers” as “contractors” or “agents” in their legal contracts/documents. The definitions clause assumes that “agent”, “contractor” and “platform worker” are all separate and unique, unambiguous terms. It would have been important for the Draft Rules to clarify that if “agent” or “contractor” is being used to refer to a person performing platform work in any legal document or contract by an aggregator, the person should nonetheless be treated as a “platform worker”. Also, the Draft Rules should have specified that all workers associated with any of the nine classes of aggregators mentioned in the Seventh Schedule of the Code on Social Security, 2020 [ride sharing, food and grocery delivery, logistics, e-marketplace, professional services provider, healthcare, travel and hospitality, content and media services, and any other goods and services provider platforms] are to be treated as platform workers. Secondly, there should be clarity on the jurisdiction, i.e. under which ministry and legislative act, will “aggregators” function and operate, especially considering that a range of sectoral legislation in addition to labour laws are implicated in aggregator governance. Thirdly, the Code on Social Security, 2020 could have specified how the agency in charge of collection and management of aggregator contributions was to have been constituted. For example, it could have been conceived as a statutory and autonomous body, along the lines of the Employee State Insurance Corporation (ESIC) and Employee Provident Fund Organisation (EPFO). But this opportunity has been missed.

The following trade unions, civil society organisations and members of academia have endorsed this submission and its proposals:

Trade unions

All India Gig Workers Union

All India IT and ITeS Employees’ Union

All India Port & Dock Workers Federation

All India Railwaymens' Federation

Hind Mazdoor Sabha

Indian Federation of App-based Transport Workers

National Federation of Indian Railwaymen

National Union of Seafarers of India

Civil society organisations

Aapti Institute

Gender at Work

GenDev Centre for Research and Innovation LLP

IT for Change

Kamgar va Majur Sangh

The Centre for Internet & Society

Tandem Research

TWN Trust

Paigam Network

Praxis - Institute for Participatory Practices

Partners in Change

Working People’s Charter, India

Members of academia

Divya K., Assistant Professor, Indira Gandhi National Tribal University

Dr. Rahul Sakpal, Assistant Professor, Tata Institute of Social Sciences

Vibhuti Patel, Retired Professor of Tata Institute of Social Sciences and SNDT Women's University, Mumbai

For more details visit https://cis-india.org/raw/joint-submission-to-consultation-on-draft-code-on-social-security-central-rules-2020

IFAT and ITF - Protecting Workers in the Digital Platform Economy: Investigating Ola and Uber Drivers’ Occupational Health and Safety

2021-06-29T06:53:47Z

Between July to November 2019, Indian Federation of App-based Transport Workers (IFAT) and International Transport Workers’ Federation (ITF), New Delhi office, conducted 2,128 surveys across 6 major cities: Bengaluru, Chennai, Delhi NCR, Hyderabad, Jaipur, and Lucknow, to determine the occupational health and safety of app-based transport workers. CIS is proud to publish the study report and the press release. Akash Sheshadri, Ambika Tandon, and Aayush Rathi of CIS supported post-production of this report.

Report: Download (PDF)

Press Release: Download (PDF)

Press Release, August 25, 2020

Between July to November 2019, IFAT and ITF conducted 2,128 surveys across 6 major cities: Bengaluru, Chennai, Delhi NCR, Hyderabad, Jaipur, and Lucknow, to determine the occupational health and safety of app-based transport workers.

Some of the most startling findings from the survey are below:

There is a complete absence of social security and protection—a glaring 95.3% claimed to have no form of insurance, accidental, health or medical. This reflects the inability of workers to invest in their own health. This partly is a result of declining wages—after paying off their EMIs, penalties and commission to the companies and having less than Rs. 20,000 left at the end of the month.
Only 0.15% of the respondents reported to have access to accidental insurance, which is the bare minimum companies like Ola and Uber should have provided to their drivers.
Uber and Ola provide no assistance with regard to harassment and violence while drivers are on the road. Ola or Uber for the most part do not intervene if there is any intimidation from traffic police or local authorities, incidents of road rage, violent attack by customers or criminal elements that endanger drivers’ lives, accidents while driving etc.
On average drivers spend close to 16-20 hours in their cars in a day. 39.8% of the respondents spent close to 20 hours in their vehicle in a day, and 72.8% of the respondents from Bengaluru, Chennai and Hyderabad drive for close to 20 hours a day. Due to long hours, 89.8% of the respondents claim they get less than 6 hours of sleep.
Health issues arising directly as a result of conditions of work is affecting the day-to-day lives of workers. Backache, constipation, liver issues, waist pain and neck pain are the top five health ailments that app-based transport workers suffer from due to their work. 60.7% respondents identified backache as a major health issue.

App-based drivers/driver partners work in a very toxic and isolated work environment. Drivers can’t exit their current occupational status even if they want to because they are shackled in debts and outstanding EMIs. As a result, they race every day to complete targets so that they may earn just enough to pay these liabilities.

The work these drivers are engaged in cannot be considered to be within the ambit of decent work and in reality, is representative of modern slavery. The algorithm of the companies they work for, pits them against their peers in order to maximize profit, while at the same time denying them social security or protection and essentially refusing to acknowledge them as employees.

Drivers working in various cities and working for different app-based platforms have complained about the lack of transparency in how these app-based companies determine fares, promotional cost, surge pricing, incentives, penalties and bonuses. There is little to no information on how rides are being fixed or are being allocated. There also isn't any effective grievance redressal mechanism to resolve any of the issues faced by workers.

The apathy of the state and the exploitation by app-based companies have brought the transport and delivery workers in a precipitous position across the globe. This is underlined and explained by the absence and lack of any social security or protection for the workforce, there are some other issues that the workforce is battling during the Covid-19 pandemic.

Hear our voices and address our demands.

- Shaik Salauddin

National General Secretary, Indian Federation of App-based Transport Workers (IFAT)
Phone: +91 96424 24799

Indian Federation of App-based Transport Workers
Facebook: connectifat
Twitter: @connect_ifat
YouTube: Indian Federation of App-based Transport Workers

For more details visit https://cis-india.org/raw/ifat-itf-protecting-workers-in-digital-platform-economy-ola-uber-occupational-health-safety

IFAT and ITF - Locking Down the Impact of Covid-19

2021-06-29T07:27:09Z

This report, by Indian Federation of App-based Transport Workers (IFAT) and International Transport Workers’ Federation (ITF), New Delhi office, explores the responses to the outbreak of Covid-19 by digital platform based companies, trade unions, and governments to help out workers for digital platform based companies hereafter app based workers during the lockdown. The research work in this article is a characterization of the struggles of app based workers during the global pandemic and how it has affected and changed the world of work for them. The surveys were conducted amongst the workforce working for app based companies like Ola, Uber, Swiggy, Zomato etc. This study is partially supported by CIS as part of the Feminist Internet Research Network led by the Association for Progressive Communications.

Report: Download (PDF)

Press Release: Download (PDF)

Press Release, 17 September, 2020

Between March and June 2020, IFAT and ITF conducted 4 surveys with transport and delivery workers to assess (i) their income levels during the Covid-19 pandemic, (ii) the burden of loan repayment during these months, (iii) the relief provided to them by companies, and (iv) the access to welfare schemes offered by state and central governments.

The first survey, on income levels and loans administered in March 2020, had 5964 respondents, across 55 cities, in 16 states. The second and third surveys conducted in April 2020, on financial relief from companies and governments, had 1630 respondents, across 59 cities, in 16 states. The fourth survey was conducted in June 2020 to assess income levels as the economies were slowing opening up. Some of the most startling findings from the 4 surveys are:

The average monthly EMI of the respondents in March 2020 was between Rs. 10,000 - 20,000. 51% of the respondents had taken vehicle loans from 19 national public sector banks.
30.3% of the respondents worked between 40-50 hours a week, in the week prior to the first national lockdown. Despite high hours of work, the average income of the drivers for the week commencing April 15, 2020 was less than Rs. 2500. 57% of respondents earned between 0 to Rs. 2250.
89.8% of workers did not receive any ration or food assistance, and 84.5% did not receive any financial assistance from either companies or governments.
Where companies had announced financial assistance programmes, including through donations collected by customers, there was no transparency in disbursement of funds. Other reasons for exclusion included administrative red tape (such as the requirement to produce bills that are GST compliant), and absence of clear criteria for eligibility, leading to random disbursement, among others.
Ola announced waiving off the rental amount for leased vehicles, and asked drivers to return such vehicles. However, there was no announcement of a plan to repossess vehicles once there was an easing of the lockdown, causing great anxiety among workers.
After the easing of the national lockdown, 69.7% of respondents indicated that they had no earnings, while 20% earned between Rs.500 to 1500.
2716 respondents from 19 states across gig platforms articulated their support for a peaceful demonstration against company practices.
Mandatory installation of Aarogya Setu by workers raised concerns of privacy, as this would allow companies to surveil workers and collect data on their movements after work hours.

IFAT organised several meetings and protests after each survey, to bring attention to the vulnerable conditions of workers. At these gatherings, workers raised the following key demands:

Companies must reduce commission rates to 5%, to allow workers to get back on their feet, and compensate for losses over the past few months;
Adequate protective equipment and health insurance cover to all drivers must be provided;
There must be increased transparency in disbursement process of funds, and in the criteria for selection of beneficiaries;
Compounded interest must be waived on EMIs for the 3 months of moratorium on loan repayment.

Hear our voices and address our demands.

Shaik Salauddin

National General Secretary, Indian Federation of App-based Transport Workers (IFAT)

Phone: +91 96424 24799

Indian Federation of App-based Transport Workers

Facebook: www.facebook.com/watch/connectifat/

Twitter: www.twitter.com/connect_ifat

YouTube: www.youtube.com/channel/UCA1AxGq0Fb_A_O_Ey44eiPg

For more details visit https://cis-india.org/raw/ifat-itf-locking-down-the-impact-of-covid-19

CISxScholars Delhi - William F. Stafford (Nov 03, 6:30 pm)

sumandro — 2019-03-13T00:30:39Z

We are delighted to have William F. Stafford, PhD candidate in UC Berkeley, present on "Public Measurements, Private Measurements, and the Convergence of Units" at the CIS office in Delhi on Thursday, Nov 03, at 6:30 pm. Please RSVP if you are joining us: .

CISxScholars are informal events organised by CIS for presentation, discussion, and exchange of academic research and policy analysis.

Public Measurements, Private Measurements and the Convergence of Units

In this discussion I will focus on a comparison between the standard government prescribed meters for autorickshaws and taxis and the role of ridesharing apps as instruments which take measurements, as the basis for the calculation of fares, and the more general questions which arise for commerce, technology and their regulation. I will organise the paper around the observations of a paratransit operations engineer on the distinction between public and private instruments, and explore the possible implications of new forms of commercialisation of location and proximity and reactions to such developments for understanding questions of fairness and corruption.

William F. Stafford

William F. Stafford, Jr., is a PhD candidate in the Department of Anthropology, UC Berkeley. William's research focuses on the auto-rickshaw meter in New Delhi, as a way to engage with classical questions concerning the relationship between measurement, quantification and delimitations of domains of labour. William's general interests concern the analytics of labour and the reconfiguration of what are often taken as its axiomatic aspects. Before joining Berkeley, he studied Sociology at Jawaharlal Nehru University and the Delhi School of Economics.

For more details visit https://cis-india.org/raw/cisxscholars-delhi-william-f-stafford-thursday-nov-03

Platformisation of Domestic Work in India: Report from a Multistakeholder Consultation

tasneem — 2020-02-17T09:46:52Z

On November 16, 2019, The Centre for Internet and Society invited officials from the Department of Labour (Government of Karnataka), members of domestic worker unions, domestic workers, company representatives, and civil society researchers at the Student Christian Mission of India House to discuss preliminary findings of an ongoing research project and facilitate a multistakeholder consultation to understand the contemporaneous platformisation of domestic work in India. Please find here a report from this consultation authored by Tasneem Mewa.

Report from the consultation: Download (PDF)

Agenda and details of the consultation: URL

Introduction

This collaborative project is being led by the the Centre for Internet and Society, India (CIS) together with Domestic Workers Rights Union (DWRU) in Bangalore. The research team comprises of Geeta Menon, Parijatha G.P., Sumathi, Radha K., and Zennathunnisa from DWRU, and Aayush Rathi and Ambika Tandon from CIS. Through a collective research process, this research team has explored the proliferation of digital platforms as a key intermediary in the domestic work sector, and in supporting or challenging deeply rooted structural inequities. For more information on the research project, see the project announcement published on the CIS website [1]. This work forms part of the Association for Progressive Communications’ Feminist Internet Research Network project, supported by the International Development Research Centre, Ottawa, Canada.

The multistakeholder consultation was structured in two segments: a) a presentation outlining initial observations and analysis, and b) a semi-moderated open discussion. Together, these sessions aimed to initiate conversations pertaining to the role of digital platforms, the legal classification of domestic and gig workers, and devising regulatory solutions to improve conditions of work. Preliminary findings were based on qualitative in-depth interviews with workers, platform companies, unions, skilling agencies, and labour officials in both Bengaluru and New Delhi. Feminist approaches were employed in conducting these interviews, and participatory, consensual, reflexive and collaborative research was prioritised.

Situating the lived realities of domestic workers, the event sought to centre the voice of domestic workers in the consultation around the future of their work. The event had attendance from multilingual attendees. The original presentation was made in English, and Geeta Menon translated the presentation and the discussion that followed in Kannada [2].

Footnotes

[1] Tandon, A., & Rathi, A. (2019, October 1). Digital mediation of domestic and care work in India: Project Announcement. Retrieved from https://cis-india.org/raw/digital-domestic-work-india-announcement

[2] Rathi, A. (2019, November 16). Domestic Work in the 'Gig Economy'. Retrieved from https://cis-india.org/raw/domestic-work-in-the-gig-economy-20191116; Tandon, A., & Rathi, A. (2019). Domestic workers in the ‘gig’ economy [PowerPoint slides]. Retrieved from https://cis-india.org/raw/domestic-work-and-platforms-presentation

For more details visit https://cis-india.org/raw/platformisation-of-domestic-work-in-india-report-from-a-multistakeholder-consultation

#MappingDigitalLabour - Panel discussion on platform-work in Mumbai and New Delhi

sumandro — 2019-07-20T11:58:19Z

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.

This project is supported by research assistance from the Azim Premji University.

Download: Poster and Flyer

Session Recording: Video (YouTube)

Agenda

5:00 pm - Tea and snacks in the CIS lawn

5:30 pm - Introduction to the project (Sumandro)

5:40-6:20 pm - Reflections based on field studies by the speakers (Anushree, Rajendra, Sarah, and Simiran)

6:20-6:40 pm - Speakers' responses to questions posed by the moderator (speakers and Noopur)

6:40-7:15 pm - Open discussion (moderated by Noopur)

Speakers and Moderator

Anushree Gupta 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.

Anushree studied dimensions of platform-work among taxi drivers in Mumbai for this project.

Rajendra Jadhav 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.

Rajendra studied dimensions of platform-work among food delivery persons in New Delhi for this project.

Sarah Zia 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.

Sarah studied dimensions of platform-work among taxi drivers in New Delhi for this project.

Simiran Lalvani 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.

Simiran studied dimensions of platform-work among food delivery persons in Mumbai for this project.

Noopur Raval 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.

Noopur is a co-principal investigator of this project (along with Sumandro).

For more details visit https://cis-india.org/raw/platform-work-india-panel-discussion-20190719

Sarah Zia - Not knowing as pedagogy: Ride-hailing drivers in Delhi

Sarah Zia — 2020-05-19T06:35:21Z

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.

Originally published by the Platypus blog of CASTAC on July 18, 2019.

Summary of the essay in Hindi: Audio (YouTube) and Transcript (text)

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?

When algorithms make us not know

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.”

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.

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.

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.

Ridehailing drivers only get the user’s name and pickup location as details about an upcoming trip. Photo by Noopur Raval.

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.

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.

Unknowability as a form of knowing: A pedagogy of coping

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.

Not knowing enough about how much will a ride earn them means drivers are forced to be on the roads, often without a break. Photo by author.

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.

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.

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”.

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.

Conclusion

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.

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.

Endnotes

[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.

References

Davis, Jenny L. 2014. “Triangulating the Self: Identity Processes in a Connected Era.” Symbolic Interaction 37 (4): 500-523.

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

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.

Kitchin, Rob. 2017. “Thinking critically about and researching algorithms.” Information, Communication & Society 20 (1): 14-29.

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.

Rosenblat, Alex & Stark, Luke. 2016. “Algorithmic Labor and Information Asymmetries: A Case Study of Uber’s Drivers.” International Journal of Communication 10: 3758–3784.

Ruckenstein, Minna and Mika Pantzar. 2017. “Beyond the Quantified Self: Thematic exploration of a dataistic paradigm.” New Media & Society 19(3): 401-418.

Willson, Michele. 2016. “Algorithms (and the) everyday”. Information, Communication & Society 10.1080/1369118X.2016.1200645

For more details visit https://cis-india.org/raw/sarah-zia-not-knowing-as-pedagogy-ride-hailing-drivers-in-delhi

Anushree Gupta - Ladies ‘Log’: Women’s Safety and Risk Transfer in Ridehailing

Anushree Gupta — 2020-05-19T06:29:12Z

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.

Originally published by the Platypus blog of CASTAC on August, 1, 2019.

Summary of the essay in Hindi: Audio (YouTube) and Transcript (text)

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.

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.

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.

Platforms in Gendered Cityscapes

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.

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.

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. Source: Drivers’ Union Telegram Group.

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.

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.

Terms of Safety

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.

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.

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. Source: HelloTravel.

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.

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.

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.

Gender, Safety, and Enterprise

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.

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.

Conclusion

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.

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.

Endnotes

[1] https://www.thehindu.com/news/cities/Delhi/free-rides-for-women-only-the-starting-point-say-activists/article28111938.ece

[2] https://www.olacabs.com/media/in/press/ola-foundation-launches-drive-to-enable-sustainable-livelihoods-for-500000-women-by-2025

[3] https://www.buzzfeed.com/soniathomas/girl-power

[4] https://yourstory.com/2018/11/uber-gender-awareness-sensitisation-driver

[5] https://www.livemint.com/Companies/bo4534H8mOWo0oG6VQ0xbM/As-demand-for-womenonly-cab-services-grow-challenges-loom.html

References

Berrington, E. and Jones, H., 2002. Reality vs. myth: Constructions of women’s insecurity. Feminist Media Studies, 2(3), pp.307-323.

Campbell, A., 2005. Keeping the ‘lady’ safe: The regulation of femininity through crime prevention literature. Critical Criminology, 13(2), pp.119-140.

Chopra, R., 2006. Invisible men: Masculinity, sexuality, and male domestic Labor. Men and Masculinities, 9(2), pp.152-167.

Green, E. and Singleton, C., 2006. Risky bodies at leisure: Young women negotiating space and place. Sociology, 40(5), pp.853-871.

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.

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.

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.

Phadke, S., 2007. Dangerous liaisons: Women and men: Risk and reputation in Mumbai. Economic and Political Weekly, pp.1510-1518.

Phadke, S., 2013. Unfriendly bodies, hostile cities: Reflections on loitering and gendered public space. Economic and Political Weekly, pp.50-59.

Ranade, S., 2007. The way she moves: Mapping the everyday production of gender-space. Economic and Political Weekly, pp.1519-1526.

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.

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.

Tuan, Y.F., 2013. Landscapes of fear. U of Minnesota Press.

For more details visit https://cis-india.org/raw/anushree-gupta-ladies-log-women-safety-risk-transfer-ridehailing

Noopur Raval and Rajendra Jadhav - Power Chronography of Food-Delivery Work

Noopur Raval and Rajendra Jadhav — 2020-05-19T06:33:39Z

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).

Originally published by the Platypus blog of CASTAC on August 15, 2019.

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.

Summary of the essay in Hindi: Audio (YouTube) and Transcript (text)

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 earlier post by Simiran Lalvani 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.

Shift-based Work

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,

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.

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.

Sticker provided by a food-delivery platform to promote its brand. Source: Noopur Raval, author.

Time of Eating, Time of Sleeping

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,

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.

Temporary Work

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.

References

Lee, Do J., et al. “Delivering (in) justice: Food delivery cyclists in New York City.” Bicycle Justice and Urban Transformation. Routledge, 2016. 114-129.

Sharma, Sarah. “It changes space and time: introducing power-chronography.” Communication Matters: Materialist Approaches to Media, Mobility and Networks (2011): 66-77.

For more details visit https://cis-india.org/raw/noopur-raval-rajendra-jadhav-power-chronography-of-food-delivery-work

From Health and Harassment to Income Security and Loans, India's Gig Workers Need Support

Zothan Mawii (Tandem Research), Aayush Rathi (CIS), and Ambika Tandon (CIS) — 2020-05-19T06:57:36Z

Deemed an 'essential service' by most state governments, and thereby exempt from temporary suspension during the COVID-19 lockdown, food, groceries and other essential commodities have continued to be delivered by e-commerce companies and on-demand services. Actions to protect workers, who are taking on significant risks, have been far less forthcoming than those for customers. Zothan Mawii (Tandem Research), Aayush Rathi (CIS) and Ambika Tandon (CIS) spoke with the leaders of four workers' unions and labour researchers to identify recommended actions that public agencies and private companies may undertake to better support the urgent needs of gig workers in India.

Originally published by The Wire on April 29, 2020.

Nearly two weeks ago, news broke that a Zomato delivery worker tested positive for COVID-19 in New Delhi.

As many as 72 families in the south Delhi neighbourhood where he made deliveries have been quarantined, along with 17 other people he worked with. With the luxury of social distancing not extended to delivery workers, the incident further fuelled the apprehensions and uncertainties that they already were contending with. This was only a matter of time.

Deemed an “essential service” by most state governments, and thereby exempt from temporary suspension during the lockdown, food, groceries and other essential commodities have continued to be delivered by e-commerce companies and on-demand services including Swiggy, Zomato, BigBasket, Dunzo, Housejoy and Flipkart.

In choosing to continue operations, these companies have then rushed to enforce measures to put customers at ease. Such measures have included no-contact deliveries, card-only payments, and displaying temperature readings of workers.

Uber and Ola Cabs suspended services in most areas, and announced that in places where they are providing essential services, workers have been instructed to wear masks and observe hygiene standards.

Swiggy and Zomato announced they were communicating with workers about safety and hygiene standards. Zomato has more recently announced that the company is making the Aarogya Setu app mandatory for workers to receive orders.

Relief funds have been set up— donations to these funds continue to be solicited from the public and company executives have made grandiose gestures of contributing their salaries to these funds.

Stark reality

The situation on the ground, however, tells another story. Actions to protect workers, who are taking on significant risks, have been far less forthcoming than those for customers. Workers are also bearing the brunt of arbitrary surveillance measures, like being asked to download the Aarogya Setu app, in addition to scrutiny they are placed under regularly. No such surveillance measures have been placed on customers. The priorities of on-demand service companies are clear: protect the bottom line at the expense of vulnerable workers.

In the absence of any concerted support from the companies, service workers could have looked to the state for relief. None has been forthcoming. Government action has pegged the targeting of relief works and services to those currently eligible for welfare programs and registered under its various schemes. Most gig workers, if not all, are ineligible as a result of the arbitrary conditions underlying these schemes.

We spoke to the leaders of four unions — including the Indian Federation of App-based Transport Workers (IFAT) and the Ola and Uber Drivers and Owners’ Association (OTU)– who represent gig workers across the country about the risks and vulnerabilities that they are having to contend with.

The precariousness characterising gig work could not be starker. A summary of the discussions can be found here, while the recommendations emerging from these discussions have been shared with government officials and company representatives and can be found in full here.

Below are some of the key recommendations that emerged from these discussions.

Health

Many on-demand service companies have not provided workers with any personal protective equipment (PPE), not even to delivery workers who face heightened risks of exposure to the coronavirus at nearly every step of the delivery process.

Some unions had to take to distributing masks, while many other workers continue to incur repeated costs to safeguard their own health. At a later stage, Swiggy announced that workers would be reimbursed for these purchases, but the process is so tedious that workers have found it untenable.

In addition, health awareness campaigns regarding safety measures and risks were also launched very late into the crisis, and then were not in vernacular languages and could not be comprehended by most workers.

In terms of insurance, most platforms have announced financial assistance for workers who test positive for COVID-19. This is aimed at covering their hospital expenses, as well as providing a daily stipend for a limited period. However, these come short as there are no provisions for OPD consultations or even for the cost of going and getting tested (losing one day’s work and then potentially one more before the results come in).

Additionally, the difficulty and expenses of obtaining a test could place an additional burden on workers — as without proof of a positive test, workers will be unable to access this fund in the first place. This is far from the robust health insurance that must be provisioned to ensure workers’ health and safety. Some platforms have made telemedicine services available for workers and while this is a step in the right direction, it must be backed by more tangible protections like covering part of the costs incurred for treatment.

Unions demand that companies provide adequate PPE to workers free of cost —masks, gloves, hand sanitisers, and soap. If platforms continue to ask workers to log in at significant risks to themselves and their families, provision of safety equipment is the basic minimum requirement that must be met immediately. This should also include a plan to ensure workers’ access to clean and hygienic sanitation facilities, as they may not have access to these on their delivery routes.

In addition, platforms must provide health insurance cover in addition to accident insurance coverage and hospitalisation cover for COVID-19. This should include OPD consultations.

Income security and social protection

With services suspended or demand really low, gig workers have either lost their income or seen it fall drastically — delivery workers’ daily earnings are as low as Rs 150-Rs 300 for a full day’s work.

Almost a month into the lockdown, there is little clarity as to who is eligible for the funds that companies have raised, and in what manner and or what purposes it will be disbursed.

Ola Cabs has offered interest free loans to drivers for relief in the short term, while some Uber drivers have received a Rs 3,000 grant from the company. If disbursed universally this would ensure availability of some liquidity for workers, although at this stage it remains unclear if all drivers are eligible to receive the grant.

Workers and unions are afraid that this grant might only be accessible for workers with high ratings, or those who have logged longer hours especially through the course of the lockdown period. This would effectively penalise workers for going to their homes for the lockdown, or being otherwise unable to work. Unions have estimated that not more than 20 percent of workers continue to remain active through the lockdown period.

Moreover, research has shown that workers are not necessarily aware of the protections made available to them as a result of the legalese that companies couch these terms in.

To ensure income security, platforms must make direct cash transfers to all workers who have logged in for at least two weeks between January and April 2020. This should be fixed according to minimum wage standards for skilled work in each state or at Rs 1,000 per day of the lockdown, and will have to be enforced with retrospective effect.

The former should be treated as an entitlement of workers while a portion of the latter can be asked to be repaid by the workers over the course of the next year. The fiscal responsibility for the cash transfers can be shared with governments. Governments can request the data held by these companies for the transfers.

Rent and loans

Some states have announced moratoriums on house rent but again there is no explicit mention of gig workers being included in this — and in states where such a move hasn’t been announced, gig workers must continue to pay house rent without having a source of income to rely on.

On the issue of loan repayments, the RBI allowed lending institutions to grant a three-month moratorium on retail loan repayments as a part of its COVID-19 regulatory package. On the one hand, availing of the moratorium will significantly increase the loan tenure and total amount to be repaid. On the other, several gig workers have reported that the enforcement of the moratorium itself has been piecemeal outside of public sector institutions.

Here again they have to make a Faustian bargain. The government should enforce the RBI’s directive strictly so gig workers get some relief.

Further, several companies themselves have leased vehicles to workers, for which payment of EMI must be ceased through the months of March to May to allow workers some relief without requiring the return of vehicles. Currently, EMIs have only been stalled on the condition of returning vehicles.

Harassment

Workers have been subject to harassment and discrimination by the police and customers alike, making it difficult to continue work. Despite the categorisation of delivery as an essential service, companies are finding it difficult to get easy access to movement passes in bulk, which implies that workers are penalised by being unable to work even if they are available. Companies have come out to allege harassment despite clear directions to allow movement of delivery workers, which points to gaps in enforcement.

Further, frequent barricading has implied that workers are not able to complete orders without diversions despite having passes for movement. Meanwhile, companies continue to mandate door-to-door delivery so as to ensure that customers are not inconvenienced at all. In some cases, this has implied that workers have to travel on foot in barricaded areas to deliver orders.

We recommend that companies urgently set up a helpline for workers to address such issues that may arise in delivery. We also recommend that companies proactively work with the government to map hotspots and containment zones and cease delivery in such areas. Thus far, there is no indication of any such measures by companies.

Post-lockdown revival

The lockdown brings to the fore just how vulnerable gig workers are.

This is a direct consequence of the gig work arrangements structured as disguised employment. Deeming workers as independent contractors and self-identifying as technology providers, on-demand service companies have washed their hands of the responsibility of providing labour protections and social security measures despite exerting extensive control over the conditions of work (such as wages, incentives) and the manner of its dispensing (such as the standard of work, hours of work).

Governments, too, have done little to recognise gig workers although they have been added as a category of workers in the draft Social Security code. Relief measures announced by the government exclude them. However, the government needs to intervene urgently in the current situation.

Platforms are likely to recover once the lockdown is lifted —home delivery services like BigBasket and Grofers have already seen their businesses skyrocket.

However, there is an urgent need to rebuild on-demand work as one that isn’t merely in the service of capital. A first step to that would be to reduce commissions to 5% for at least 6 months so that workers can recover financially. The unencumbered spending to capture market share at the expense of workers needs to be curbed. Enforcing these recommendations will require a coordinated effort between governments and on-demand service companies. As consumers, it is also our responsibility to question companies that do not take on the moral responsibilities of extending adequate worker protections.

With unemployment in the country skyrocketing, it may be the case that on-demand work opens up avenues to securing work. It then becomes imperative to ensure any future of work is one that is inclusive and accounts for the systemic changes that are now impossible to ignore.

While social distancing is a choice truly available to a privileged few, we need to ensure that social protection isn’t.

For more details visit https://cis-india.org/raw/gig-workers-need-support

Roundtable on India’s Gig-work Economy

Noopur Raval, Anushree Gupta, Rajendra Jadhav, Sarah Zia, and Simiran Lalvani — 2020-05-19T06:36:34Z

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.

Originally published by the Platypus blog of CASTAC on September 5, 2019.

Full transcript of the roundtable in English.

Excerpts from the roundtable

Part 1: On continuities between traditional and newer forms of work in cab-driving

Anushree (researcher, taxi-driving in Mumbai): “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.”

Sarah (researcher, taxi-driving in Delhi): “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.”

Part 2: Regulation of platform companies and platform-work

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:

Anushree: 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.

Part 3: On motivations and perceptions of gig-work

Simiran (researcher, food-delivery work in Mumbai): “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.”

Rajendra (researcher, food-delivery work in Delhi): “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.”

Part 4: On studying the gig-economy in India: how did you recruit, why?

Noopur: Why not order and recruit because so many people seem to be taking this pathway to approach gig-economy workers?

Simiran: “…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…”

Anushree: “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.”

Sarah: “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…”

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