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Infrastructure-making in interwar India was a dynamic, multilayered process involving roads and vehicles in urban and rural sites. One of their strongest playgrounds was Bombay Presidency and the Central Provinces in central and western India. Focusing on this region in the interwar period, this paper analyzes the varied relationship between peasant households and town-centred modernizing agents in the making of road transport infrastructures. The central argument of this paper is about the persistence of bullock carts over motor cars in the region. This persistence was grounded in the specific regional environment, the effects of the 1930s economic depression, and the priorities of social classes. Pinpointing these connections, the paper highlights that “modernization” of infrastructure was not a simple, linear process of progressivist change, nor did it mean the survival of apparently “old” technologies in the modern era. Instead, the paper pays attention to conflicting social complexities, implications, and meanings of the connection between infrastructure and modernity that modernization assumptions often overlook. Here, the paper shows how technological change occurred as a result of real, material class interests pulling infrastructural technology in different directions. This was where and why arguments of road-motor lobbyists and cart advocates eventually clashed, and Gandhian social workers resisted motor transport in defense of peasant interests.
This chapter takes a detailed look at the developmental state model and its manifestations in regional development policies. Developmentalist ideas have been waxing and waning across periods of economic boom and bust. Recent years, however, have seen a renaissance of East Asian developmentalism – reminiscent of its heyday in the 1980s and 1990s and most notably driven by the region’s continued economic strength.
The endorsement of state-led modernization, preferential policies, and close state-business relations – which underpinned Japan/Korea/China’s transformations – has also left its mark on current ODA practices in the region and beyond. East Asia’s state agencies are pushing ahead with colossal infrastructure programs – in close cooperation with commercial actors – that advance broad development goals and, at the same time, promotes national interests. Compared to Western OECD peers, Asian development cooperation tends to focus less on neoliberal and democratic principles and, instead, places greater emphasis on state-corporatist and meritocratic ideas.
To what extent East Asia’s infrastructural megaprojects and connectivity corridors across Eurasia and Africa (BRI, EAI, and Partnership for Quality Infrastructure) will generate political momentum for an emergent developmental consensus remains uncertain. The jury is still out when it comes to whether and how Asian developmentalism will take center stage in global development debates. What is clear, however, is that the changing zeitgeist of a less Anglo/Euro-centric world bodes well for more heterodox and diverse ideas on development cooperation.
The ageing infrastructure in ports requires regular inspection. This inspection is currently carried out manually by divers who sense by hand the entire underwater infrastructure. This process is cost-intensive as it involves a lot of time and human resources. To overcome these difficulties, we propose to scan the above and underwater port structure with a Multi-SensorSystem, and -by a fully automated processto classify the obtained point cloud into damaged and undamaged zones. We make use of simulated training data to test our approach since not enough training data with corresponding class labels are available yet. To that aim, we build a rasterised heightfield of a point cloud of a sheet pile wall by cutting it into verticall slices. The distance from each slice to the corresponding line generates the heightfield. This latter is propagated through a convolutional neural network which detects anomalies. We use the VGG19 Deep Neural Network model pretrained on natural images. This neural network has 19 layers and it is often used for image recognition tasks. We showed that our approach can achieve a fully automated, reproducible, quality-controlled damage detection which is able to analyse the whole structure instead of the sample wise manual method with divers. The mean true positive rate is 0.98 which means that we detected 98 % of the damages in the simulated environment.