GENDER &

TRANSPORTATION
Transportation Planning Assignment

SHAMA FATHIMA, 250216006 MURP 1, IIEST SHIBPUR

 GENDER & TRANSPORTATION

What is gender? Gender is often mistaken with sex. Sex is the biological difference while gender
denotes the social and cultural differences. Though the recognized genders are female, male and
neuters; there are five types of genders. Since gender is a facet developed later on by the social and
cultural factors, each gender behaves in a particular way; mostly the way that is expected out of
them. This has an impact on their behaviour, clothing style, degree of comfort and travel patterns.

How is mobility different for genders?

In an ancient set up where women were involved in the household activities and men in the outside
activities, transportation was a man’s need. Over the years, transportation has evolved. During this
evolution, the users were mostly men. But in the 21st century, the role of both women and men as
social beings who carry out similar activities; calls for equal and suitable transportation.

Every human being has equal right for accessibility despite the physical disabilities, class, caste,
poverty and gender. Mobility as a right focuses on people, accessibility to functions and services and
consideration of obstacles that prevent them from reaching destinations. Therefore, mobility is
about granting access to opportunities and empowering people to fully exercise their human rights.i
It is often noticed that the travel patterns differ based on various socio-demographic factors such as
age, gender, household composition, income and ownership of vehicles. Travel patterns also differ
based on the distance and duration of the journey.

According to Global Report on Human Settlements 2013 by UN HABITAT, there is a stark difference
between commuting patterns of women and men; especially if the women are married with
children. Women tend to trip chain, i.e. having multiple purposes and destinations in a single trip
while the trips of men are limited to workplace and home. Lesser accessibility to public and private
transport and time constraints are the reasons behind trip chaining. Women are more likely to work
part time and with lower wages spending a considerable share of their income on public transport.
In developing countries, the role of women as income-earners, childcare providers and household
managers reflect on the travel pattern. They generally make multiple numbers of short trips
compared to their male counterparts.

Figure 1: Trip pattern- Male & Female. Source: Gender & Mobility, IIHS

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Parameters of urban transport:

The factors that affect urban transport are the following.

 Affordability
 Availability
 Accessibility
 Acceptability

Affordability refers to the extent to which an individual or household can spend on travel.
Availability to transport is the route possibilities, timings and frequency. Accessibility is ease
of using public transport. Acceptability is a quality of public transport, because of the mode
or the standards of the user; for e.g.: some people prefer private transport as they feel
public transport is unsafe while there is a large number of people dependant on public
transport.

All these factors affect transport and are different for genders; especially the accessibility
and acceptability. The buses with higher steps are difficult to access by women who travel
with kids. Acceptability hinders the travel mode by females and is often accompanied by a
close relative or friend.

Gender and sustainable transport:

Shelter-transport-livelihood linkage is an
omnipresent factor when sustainable
transport is being discussed. From the
Census 2011, the following conclusions
were drawn. Females tend to work from the
place of residence than males. In Mumbai,
the difference is lesser compared to Figure 2: Persons working from places of residence
Kolkata, Chennai, Delhi and Bangalore. Lack according to census 2011. Source: Gender & Mobility, IIHS

of proper transportation is the reason

why females tend to work from home.

Figure 3: Average travel distance by gender according to

census 2011. Source: Gender & Mobility, IIHS

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Average travel distance for work also

varies between genders; females
always tend to travel less which
means they work closer to home while
men travel longer distances. This
difference is stark in Bangalore,
Chennai and Mumbai. In Delhi,
although the share of men is higher
than the share of women travelling for
work, the difference is not as drastic
as other major cities of India. The
efficient public transport could be the
reason.

Mode of transport also varies

between genders and cities. In
Bangalore, 24% of males and 43% of
Figure 4: Mode of transport in major cities according to
females travel on foot; 6% of males and census 2011. Source: Gender & Mobility, IIHS
3% of females use bicycles; 27% of males
and 33% of females use bus; 5% of males and 3% females use public transport; 26% of males
and 8% of females use 2-wheelers and 12% of males and 10% of females use 4-wheelers.

In Kolkata, the share of males and females traveling on foot is not as stark as that of
Bangalore, showing only an 8% difference. Share of males and females using public
transport is also higher; i.e. 8% of males and 12% of females use public transport in Kolkata.
Another interesting factor is that, in Kolkata, the share of females using bus is higher than
males; i.e., 30% males and 32% females. Although, the two-wheelers are mostly driven by
males, the share of four-wheeler users is same for both genders. Kolkata has a convenient
public transport system compared to many other cities.

In Mumbai, the share of people using public transport is higher than all other major cities of
India- 35% females and 37% of males use public transport. Share of bus users is lesser in
Mumbai compared to that of Bangalore and Kolkata and is at par with male users of Chennai
and Delhi.

In Chennai, 17% of males and 34% of females travel on foot; 13% of males and 4% of
females use bicycles; 21% males and 35% females use bus transport; 7-8% of males and
females use public transport. Chennai has the highest number of two-wheeler users- 34%
males and 14% females depend on two-wheelers. 8-9% of males and females use four-
wheelers.

The share of males and females using four-wheelers is equal in cities. But in Delhi, 19% of
females and 12% of males use four-wheelers. Chennai and Bangalore have highest number

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of two-wheeler users. Chennai government has given 50% subsidy for females who buy two-
wheelers.

The following conclusions can be drawn from this information. Females tend to work from
the place of residence. Even if they are traveling for work, they prefer workplaces which are
closer to home or get accommodation closer to workplace. Delhi has an increasing number
of female four-wheeler users because of the higher number of female employees. With
growing education and increasing job opportunities, more number of females is accessing
public domain. Transportation shall be sufficient to cater the needs of the current users.

Gender Safety:

The current world population shows a similar share of males and females, i.e. 50.4% males
and 49.6% females. Even then, the share of females using public and private transport is
lesser compared to that of males; safety being the most important concern.

Often females are accompanied by their caretakers to ensure safety. The cases of sexual
harassments in buses, trains and taxi services are a normalised factor at the moment. The
intensity of harassments ranges from groping to rape. Here, the right of a woman to
accessibility is being curbed.

Major share of the planning, provision and operation of public transport is undertaken by
males. Since it is obvious that the male-female travel patterns differ drastically, the design
and provisioning of transportation shouldn’t limit the access of females to private or public
transport.

The design of public spaces has an effect on sense of security. A good design can prevent or
reduce criminal behaviour and also increase the comfort of users by reducing fear. Dark
neighbourhoods/parks/parking lots, inadequate street lighting, underground subways, lack
of night police /limited access to police/phone booths especially in unsafe zones,
inadequate and safe public transport systems at night /non-peak hours, all increase
women’s anxiety and place limitations on their mobility and economic productivity. (Khosla,
2009)

Forced Mobility and Forced Immobility:

Forced mobility is when certain functions are taken for granted. For e.g. in certain
households, the household activities are dependent on women.

Forced immobility is constrained on unpermitted travel; or the demand for journeys which
are not made. This is due to sociological factors and comes down to safety and security and
sociological fixations.

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Infrastructure:

Infrastructure development is considered to be gender neutral providing equal access to

men and women. But the infrastructure need for people differ based on gender, age and
physical ability. Infrastructure planning shall consider the distinct needs of people. For e.g.:
with the growing number of female travellers, there arises a requirement for feeding kiosks,
cleaner public toilets, hooks and luggage racks in toilets and vehicles. For the convenience
of blind, demarcation on floor shall be provided. Though the norm of toilet seats for males is
1 for 40 and for females 1 for 20; children often accompany mothers which in turn leaves
the female toilets undersupplied.

Having street lights on roads and public areas generally make the women more comfortable
to access these spaces even at night. CCTV surveillance in bus stations and public transport
also ensure a sense of security among women; though a certain percentage is not
comfortable with the surveillance.

Gender in Urban Planning and Policy:

Urban planning and policy shall be different for each city as a city is a self-contained set up
with alliances to neighbouring and other cities based on the demands of the people. The
cultural and climatic factors along with topography and population define the
transportation requirement of each city.

Many governments have integrated gender in transportation projects lately. Inclusion of

women in administrative programmes has also increased the level of comfort and overall
gender empowerment.

Increasing pedestrian accessibility and safety also increases the share of people using non-
motorised transport.

JnNURM aims for reform, good governance and planned development in urban areas with
transparent and participatory processes, mechanisms and institutions to enable all citizens
to access legitimate and equitable basic services. But the transport services under this
scheme are gender neutral, with no reservations even for the elderly. Since JnNURM focuses
on equitable access and men and women experience cities differently, mainstreaming
gender in this scheme is absolutely necessary. It is an opportunity to make the cities gender-
fair and inclusive.

After the Nirbhaya incident, a special focus has been laid on the governance. In addition to
the reformation of Criminal Law Act in 2013, ‘Nirbhaya fund’ of 3000 Crores has been
allotted by the government for the empowerment, safety and security of women and girl
children. The motive of the government is making public spaces safer for women and
rehabilitation of victims of sexual assault and violence. The following were a few schemes
under Nirbhaya Fund.

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 Introduction of SOS button in phones which can be connected to PCR- 1000 Crores
 SOS in trains
 CCTV and GPS in public transport- 1700 Crores
 Nirbhaya Centres in hospitals- 244 Crores
 Victim compensation fund
 For women who need special protection

Conclusion

Transportation has a supreme role in gender empowerment. Over the years, with the
change in the social and cultural factors, the lifestyles of people have changes. This has an
impact on transportation. When focusing on accessibility as a human right, it is the duty of
each individual to contribute towards the equality of accessibility. In the current scenario,
where both men and women are income-earners and users of the public-domain, there shall
be sufficient infrastructure to ensure comfort. Reservations are necessary to promote more
female users. Transgender users of public transportation is limited and totally ignored. The
social stigmas pertaining to that is undergoing a questioning at the moment. In a world
where every human being has equal right to live, it is appalling to see discriminations based
on class, race, caste, colour and gender. Rather than romanticising on these aspects we shall
take measures to ensure equitable access to services, education and accessibility.

Safer public transport will promote more women to be part of it and will help them to be
independent beings which are absolutely necessary for the sustainable development of the
world.

By ensuring a safer public domain people from all arenas will be comfortable outside as
much as they are comfortable in their homes. This might be a utopian idea but as someone
said; ‘every new idea is a joke until someone tried it and achieves it’ and everything starts
with an idea. As professionals, let us join our hands together for a better tomorrow where
every human being on earth is entitled the right to accessibility.

References:

1. Planning and design for sustainable urban mobility: Global report on human
settlements 2013. Taylor & Francis. Un-Habitat, 2013. Print.
2. Planning And Design For Sustainable Urban Policy Directions. Nairobi: UN-Habitat,
2013. Print.
3. Addressing Gender Concerns in India’s Urban Renewal Mission. (2009). New Delhi:
United Nations Development Programme. Dr. Renu Khosla
4. "The Nirbhaya Fund: An Overview | Centre For Development And Human
Rights".Cdhr.org.in. N.p., 2016. Web. 24 Oct. 2016.
5. ‘Gender & transportation’. IIHS Master Class. 2016.

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