gender-inclusive urban transport: issues and initiatives
TRANSCRIPT
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Gender-inclusive Urban Transport:
Issues and Initiatives
Jeff Turner
Visiting Lecturer, University of Leeds, UK &Independent Consultant
Prepared for Regional SeminarGender, Urban Development and
Water Supply and Sanitation
14-16 November 2011, Vientiane, Lao PDR
The views expressed in this paper are the views of the author and do not necessarily reflect the views or policies of the Asian
Development Bank (ADB), or its Board of Governors, or the governments they represent. ADB does not guarantee the accuracy ofthe data included in this paper and accepts no responsibility for any consequence of their use. The countries listed in this paper donot imply any view on ADB's part as to sovereignty or independent status or necessarily conform to ADB's terminology.
mailto:[email protected]:[email protected] -
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Overview
Why a focus on gender and urban transport?
What we know about the gender differences in urbantransport?
What approach can we take to gender-balanced urban
transport planning and investment decision-making? What tools and practical measures are there for the
design of transport infrastructure?
What tools and practical measures are there for
operation of transport services? How can we change the gender profile of who is
employed in the transport sector?
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Why gender and urban transport?
Globally, women travel shorter distances, by slower modes (publictransport or walking), for different purposes to different places, often withchildren or other people, combining a set of activities within one journey(known as trip chaining) whereas men are more likely to travelunaccompanied on a single purpose trip.
Women also perceived greater degree of risk whilst travelling and are alsovictim to considerable degree of sexual harassment
The management and performance of urban transport system placesdifferent burdens on men and women with the costs of poor publictransport system performance being often borne by women turning downemployment opportunities further away in favour of lower-paid localopportunities to manage their household and productive activities withinthe time available.
Improvements to urban transport affect men and women differently and
not always positively - for example, a focus on improving major transportcorridors into a city centre, may favour men at the expense of women asmore men may travel to city centre employment and more women maywork locally or in peripheral locations.
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What do we know about the differences in how
men and women travel across cities?
Research done by for the Dhaka UrbanTransport Project in 2000 highlights thedifferences in how frequently men andwomen travel
70.6 % of women workers made one totwo trips per day,7 % made three to fourtrips per day, whereas 85% of male
workers, 85.0 % made one to two tripsper day and 14.3 % made up to three tofour trips per day.
ADB sponsored research in Yerevan,Armenia highlighted that women weremore dependent on public transport thanmen.
Women spent more time travel on theMetro system with their journey timesvarying between 20 minutes to 1, 5 hoursa day (while for men its 15 40 minutes)
Women relied more on off-peak andperipheral public transport routes.
Evidence from low-income populations inChennai (India) and Chengdu (China) in
2008 highlights the difference in travel
between men and women
As many as 83 per cent of the poor
women in Chennai walked to work,
compared to the men, of whom 63 per
cent walked; in Chengdu, 59 per cent of
the women surveyed walked, while only
39 per cent of the men walked.
in Chennai, male bicycle rates of 8 per
cent and women rates of only 1 per cent, a cycling mode share of 32 per cent for
men in Chengdu, and a much lower but
still solid 19 per cent for women.
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What are the challenges in collecting gender-
disaggregated urban transport data?
Mobility-focused diary surveys are a common method for
collecting data on how people travel.
Frequently focus at the household level.
Do not gender-disaggregate travel patterns.
Even when collected is analysis is rarely gender-disaggregated.
However, there is often no clear consensus on travel survey
methodology, making it impossible to do comparisons between
cities or countries
Some countries dont have national travel surveys
Time-use surveys at the national and city level may be
productive way forward as they provide a more integrated
gender-disaggregated approach to understanding daily life and
travels part in it.
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How can we plan for urban transport in a gender-
equitable manner?
There is a need for a new planning
and governance approach to
gender-balanced urban transport
management and development
There is a need for new gender-
equitable transport planning and
decision-making processes
There is a need for a new toolkit of
measures and policies
Participatory Approaches such as
Gender-responsive Budgeting andGender & Transport Audits may
help
There is also a need to build
capacity internally within transport
agencies to plan transport in a
gender-equitable manner. 5 Stages of Gender-responsive budgeting
1 Situational analysis Needs
2
.
Assessment of Policy and
programme for gender
sensitivity
Policy/pro
gramme
3 Adequacy of financial
resources for 2
Inputs
4 Monitoring expenditure Outputs
5 Impact assessment on
gender equity
Impact
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How do we design urban transport
infrastructure that reflect women's needs
Walking is a very important modefor women not only for personal
journeys but also as part of a cityscommercial freight distributionsystem. Infrastructure to meet thatneed is important
Research in Jakarta found thatwomen had design issues with newsuburban rail systems around:
Handles in trains
Height of step into trains
Safety of access to and withinstations
Need for integration of railinfrastructure with surroundinginformal economy
Source photos: (top left and right) T KRUGER and KLANDMAN (2007); bottom righ Author: bottom left (Maurice
Koop at http://www.flickr.com/photos/mauricekoop/311344940/
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How do we operate urban transport services
that reflect women's needs?
There have been a number ofwomen-only carriagesintroduced to rail basedservices across the world.
that women-only rail services
have spurred very mixedreactions
Some societies view them aspositive thing, however,concerns were raised aboutthe need to empower women
in the promotion of suchmeasures and NOT seen as thelocking away of womenpassengers.
Source: Peters (2011)
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How do we operate urban transport services
that reflect women's needs?
Some cities have introducedwomen-only bus and taxi services
Mexico City introduced women-onlybuses. 22 vehicles operating 3routes across the city every day.
Dhaka has repeatedly sort tointroduce women only buses andcurrently operate 6 buses on 3different routes
Research highlights the challenge ofmoving beyond just being a tokenservice.
Public sectors role in regulationsaround reserved seats for womenwithin the mainstream system, thepricing structures and planning willhave greater impact.
The importance of integrationbetween formal and informal public
transport is also key.Source: Top Peters (2011) & Bottom Rahman (2010)
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How do we encourage more women into the
urban transport workforce?
Increasing number ofinitiatives globally to increasethe number of womenworking in the transportsector
Well-established practice ofincorporating womensemployment into rural roadinfrastructure projects.
Increasingly, new transportsystems such as Metros and
BRT in places like Ahmedabadare being used as opportunityto change the gendercomposition of the transportworkforce
Source: Top Peters (2011) & BRTS Blog Indiahttp://bestmumbai.blogspot.com/2009/10/ahmedabad-brt-gifts-first-woman-driver.html
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Overview
Why a focus on gender and urban transport?
What we know about the gender differences in urbantransport?
What approach can we take to gender-balanced urban
transport planning and investment decision-making? What tools and practical measures are there for the
design of transport infrastructure?
What tools and practical measures are there for
operation of transport services? How can we change the gender profile of who is
employed in the transport sector?
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THANK YOU!
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References
ADB (2011) Research undertaken for Gender Assessment of Yerevan Public Transport System
(personal communication)
Anderson, Janine and Nelson Panzio (1986). Transportation and public safety: services thatmake service use possible, in Marianne Schmink, Judith Bruce and Marilyn Kohn, eds.,
Learning about Women and Urban Services in Latin America and the Caribbean (New York,
Population Council) pp. 246-66.
Kruger, T and Landman, (2007) Crime and Public Transport South African Transport
Conference, 2007 http://researchspace.csir.co.za/dspace/handle/10204/1028
Peters, D (2011) Gender and Sustainable Urban Mobility, thematic study prepared forSustainable Urban Mobility: Global Report on Human Settlements 2013
http://www.unhabitat.org/grhs/2013
Rahman, Shafiq-ur, (2010) Special Bus Service for Women in Dhaka City, Bangladesh, paper
prepared for 12th WCTR, July 11-15, 2010, Lisbon, Portugal
Shefali, M (2000) Study on Gender Dimension in Dhaka Urban Transport Project. World Bank,
http://siteresources.worldbank.org/INTGENDERTRANSPORT/Resources/bangurbantransport.pdf
Srinivasa, S. (2008) A spatial exploration of the accessibility of low-income women: Chengdu,
China and Chennai, India, In Uteng T.P. and T. Cresswell (Eds) Gendered Mobilities Ashgate,
Avebury, pp. 143158
Turner, J (2011) Urban Mass Transit and Social Sustainability in Jakarta, Indonesia, case study
prepared for Sustainable Urban Mobility: Global Report on Human Settlements 2013
http://www.unhabitat.org/grhs/2013
http://researchspace.csir.co.za/dspace/handle/10204/1028http://www.unhabitat.org/grhs/2013http://siteresources.worldbank.org/INTGENDERTRANSPORT/Resources/bangurbantransport.pdfhttp://siteresources.worldbank.org/INTGENDERTRANSPORT/Resources/bangurbantransport.pdfhttp://www.unhabitat.org/grhs/2013http://www.unhabitat.org/grhs/2013http://siteresources.worldbank.org/INTGENDERTRANSPORT/Resources/bangurbantransport.pdfhttp://siteresources.worldbank.org/INTGENDERTRANSPORT/Resources/bangurbantransport.pdfhttp://www.unhabitat.org/grhs/2013http://researchspace.csir.co.za/dspace/handle/10204/1028