Experiencing space–time: the stretched lifeworlds of migrant workers in India

In the relatively rare instances when the spatialities of temporary migrant work, workers’ journeys, and labour-market negotiations have been the subject of scholarly attention, there has been little work that integrates time into the analysis. Building on a case study of low-paid and insecure migrant manual workers in the context of rapid economic growth in India, we examine both material and subjective dimensions of these workers’ spatiotemporal experiences. What does it mean to live life stretched out, multiplyattached to places across national space? What kinds of place attachments emerge for people temporarily sojourning in, rather than moving to, new places to reside and work? Our analysis of the spatiotemporalities of migrant workers’ experiences in India suggests that, over time, this group of workers use their own agency to seek to avoid the experience of humiliation and indignity in employment relations. Like David Harvey, we argue that money needs to be integrated into such analysis, along with space and time. The paper sheds light on processes of exclusion, inequality and diff erentiation, unequal power geometries, and social topographies that contrast with neoliberalist narratives of ‘Indian shining

Scoping Research Report on Assistive Technology - On The Road For Universal Assistive Technology Coverage

Over one billion people – largely disabled people and older people – are currently in need of Assistive Technology (AT). By 2050, this number is predicted to double. Despite the proven advantages of AT for disabled and older people, their families, and society, there is still a vast and stubborn gap between the need and the supply; currently only 10% of those who need AT currently have access to it. This Scoping Research Report on Assistive Technology (AT) seeks to unpick and understand the multi-layered and multifaceted ways in which economic, social, and political factors interplay and interact to create barriers to AT for those who need it the most. Through primary and secondary research, they explore the current landscape, the limitations, and current initiatives, ultimately answering the question: “How best should a target intervention around AT sphere affect positive change for poor, disabled and older people in Global South priority countries?”. To understand this question, the research team asked two specific questions: What are the barriers which prevent access to AT for the people that need it, with a focus on those living in low resource settings within DFID priority Global South countries? How should DFID, in partnership with others best direct its intervention toward overcoming these barriers? The work reveals that, while levels of AT market development vary across countries, key barriers are common. These barriers can be classified into 5 main categories related to both supply and demand factors and across the 5Ps of People, Products, Provision, Personnel, and Policy. This work is part of the ‘Frontier Technology Livestreaming’ programm

ASSET MANAGEMENT FRAMEWORK FOR STATE DEPARTMENTS OF TRANSPORTATION TO MEET TRANSIT FLEET REQUIREMENTS

State departments of transportation that provide the bulk of matching funds to local transit agencies for the purchase of new buses are duly concerned about the escalating costs of new buses and the lack of sufficient funds to keep up with their replacement costs. An asset management framework is presented that can be used by state departments of transportation to (a) allocate capital dollars for the dual purpose of purchasing new buses and rebuilding existing buses within the constraints of a fixed budget when the needs of all constituent agencies in a peer group are considered and (b) distribute funds among the agencies equitably. The proposed framework includes two optimization models. Model 1 attempts to maximize the weighted fleet life of all the buses being purchased and rebuilt for a given peer group within the constraints of a fixed budget. Model 2 is designed to maximize the remaining life of the entire peer group, including the existing buses and those being replaced or rebuilt. Case studies presented to demonstrate the application of the models show that the framework is viable and can be used for the designated purpose with fleet data currently available from transit agencies. Further research on testing the framework is recommended to ensure its applicability under different sets of circumstances

ASSET MANAGEMENT STRATEGY TO MEET LONG-TERM TRANSIT FLEET NEEDS OF STATE DEPARTMENTS OF TRANSPORTATION

State departments of transportation (DOTs) that provide the bulk of matching funds to local transit agencies for the purchase of new buses are duly concerned about the escalating costs of new buses and the lack of sufficient funds to keep up with bus replacement. An asset management strategy is presented for state DOTs to meet their long-term fleet needs. It is a two-stage process: (a) allocating capital dollars for the dual purpose of purchasing new buses and rebuilding existing buses (taking into consideration the needs of all the constituent transit agencies) and (b) distributing funds among the agencies in an equitable manner. The proposed management strategy includes two optimization models. Model 1 attempts to maximize the weighted fleet life of all the buses that are being purchased and rebuilt for a given peer group, within the constraints of a fixed budget. Model 2 is designed to maximize the remaining life of the entire peer group composed of the existing buses as well as those being replaced or rebuilt. The need for every single bus that is eligible for replacement is addressed in the model through either replacement or rebuilding. A comprehensive case study depicting a 7-year planning cycle for the entire fleet of medium-sized buses in the state of Michigan is used to demonstrate the strategy. A plan for evaluating the strategy is also presented and demonstrated. Results show that the strategy is viable and that it can be used for the designated purpose with fleet data that are currently available to the transit agencies. Even though the strategy is demonstrated with medium-sized buses, it will function efficiently with buses of different sizes and with a different number of agencies