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Urban mass transit, gender planning protocols and social sustainability – The case of Jakarta
Abstract
The discussion within a number of Global South cities is increasingly focused on the planning and implementation of large-scale urban mass transport systems. There is, however, a significant challenge of delivering such large investments in a manner to produce equity in the benefits across different urban spaces and across different social groupings. The transaction costs of urban survival and its associated urban mobility and their differences across gender and other social groups may work against the hypothesised distribution of benefits predicted from traditional individualistic, utility-maximising rational choice planning models. This may affect the social sustainability of such large-scale investments. There is a need for new methods and protocols in transport planning and management to ensure that such transport systems promote social sustainability. The mainstreaming of gender into the planning, financing, implementation, operation and management of such large-scale urban transport systems is a fundamental component for tackling the challenges facing the delivery of social sustainability. This paper will look at a case study of the Jabotabek Suburban Rail and Bus Rapid Transit systems in Jakarta as examples of large-scale mass transit investment. It will draw on survey research that highlights the gender differences in the use of this large urban transport system, gender differences in how the system interacts with geographies of opportunities and daily travel patterns, gender differences in the impact of the systems operation on passenger safety and security. It will highlight the need for new gender and user group protocols in the planning, implementation and management of urban mass-transit systems. It will provide some concrete examples of what measures would arise from such new planning protocols.
... In the Southeast Asia region, sustainable urban transport initiatives consider transport impacts on gender as one amongst a multitude of social indicators (ASEAN, 2019). However, in practice, women's safety concerns in public transit and walking on the streets are often associated with overcrowding and cultural norms (Bachok et al., 2014;Ng and Acker, 2018;Turner, 2012). This perspective provides a fragmented solution for gendered mobility choices. ...
... Our findings corroborate how gender differences affect transport mobility choices (Hanson, 2010;Loukaitou-Sideris, 2016), whereby women's lowered perceptions of safety acts as a constraint that generate gendered mobility. Unfortunately, the notion that perceptions of safety are socio-culturally and more importantly spatially constructed is neglected in the conventional urban and transport planning (Turner, 2012;Bachok et al., 2014). As a result, gendered mobility remains institutionalised in the planning and design of our built environment (Greed, 2005;Roberts, 2016) creating vicious cycle disadvantaging women (see Fig. 1). ...
... This provides us with actionable advice for transport policies and street-level guidelines. In addition, we have provided new empirical data for the often neglected context of Southeast Asia which is prone to gendered mobility challenges (Turner, 2012;Ng and Acker, 2018). For instance, we recommend discouraging reckless motorcyclist behaviour in Jakarta through raising awareness about safe driving and physical design to restrict vehicular speed on residential streets. ...
Despite numerous studies on how gender differences affect transport mobility choices and perception of safety, there has been little emphasis on the influence of spatial and socio-cultural constructs on it, particularly in the Southeast Asian context. This article investigates this relation through (1) an on-street survey involving 383 participants in eight neighbourhoods in Jakarta and Kuala Lumpur, (2) analysing videos taken with the walking with video approach, and (3) a computational analysis of the street network using space syntax. Findings suggest that a large proportion of women ascribed to negative perceptions of safety as compared to men. Negative perceptions of safety were related to wariness towards motorcycles in Jakarta and absence of other pedestrians and the image of the place in Kuala Lumpur. This difference can be attributed to distinctions in spatial configurations and socio-cultural constructs between both cities. Findings provide practical insights – mode segregation or changes to street design – to address gendered mobility for sustainable urban transport in the region.
... The number of daily trips taken by women is comparatively higher than those of men, however, women tend to travel shorter distances [4] [5]. The reasons behind these findings are believed to be the tendency of women to work closer to their houses as well as their lower wages and income levels. ...
... The reasons behind these findings are believed to be the tendency of women to work closer to their houses as well as their lower wages and income levels. It is believed that in order to save money, poor women will most likely choose walking rather than using public transportation which makes them more vulnerable to the long distances [4]. The type of job i.e. part-time or full-time jobs are also believed to Journal of Transportation Technologies have a strong impact on the distance of trips. ...
... It is also found that the trip patterns will change with financial conditions of families. It is believed that in order to save money, poor women will most likely choose walking rather than using public transportation [4]. ...
... Equitable access to mass transit greatly increases likelihoods of finding gainful employment for women (and men alike), through the greater area accessible with increased mobility. [4] Women and men using Dar es Salaam's new bus rapid transit system, the DART. Image: Simon Batchelor A case study for how mass transit development can be made more mindful of women's needs can be seen in Jakarta, Indonesia. ...
... These include women-only carriages on trains, as well as greater law enforcement presence on the mass transit network, and changes to carriage design to leave women less exposed (for example, adding waistheight handles, rather than solely above-head handles). [4] HOW CAN ENERGY TRANSITIONS BE ADAPTED TO BENEFIT WOMEN AND GIRLS EQUALLY? ...
Traditional urban planning practices for urban development in the developing world often fail to take into account the specific ways in which decisions on a policy level, as well as in implementation, can disadvantage women and girls in urban areas. The dimensions of gender in urban planning are an area that has been underrepresented in the literature on urban planning practices, although in the last decade some attention has been given on how to tailor urban planning practices to be more inclusive across genders. Women can be adversely affected by urban planning in a number of ways, both physical and socio-political. Transport access, access to sanitation and water, and access to clean energy are all areas where traditional methods of urban planning for development leave women and girls at a disadvantage.
... On the one hand, women are more prone to certain forms of insecurity. Thus, their risk of being sexually harassed or physically assaulted by men is highlighted in many urban environments (Anand and Tiwari, 2006;Dunckel-Graglia, 2013, Hancock, 2006Mejia-Dorantes, 2018;Paul, 2011;Pereyra et al., 2018;Turner, 2012). In public transport, vehicle overcrowding and jostling at stops to board vehicles increase the risk of being touched and assaulted by male passengers, but drivers and conductors can also be involved (Harrison, 2012;Mejia-Dorantes, 2018;Page and Oni, 2002;Peters, 2011;Tillous, 2017;Viswanath and Mehrotra, 2007). ...
... In line with the general observation that "Safety and security in public transport are crucial issues which disproportionately affect women" (Peters, 2011: 9), some studies show that many women do not feel safe when using public transport, during the walking segments of these trips and more broadly when they are in public spaces, such as bus stops or stations. These findings apply to urban environments both in the North (Clifton and Livi, 2005;Loukaitou-Sideris, 2006;Yavuz and Welch, 2010) and in the South (Anand and Tiwari, 2006;Monqid, 2011;Paul, 2011;Pereyra et al., 2018;Peters, 2011;Suman et al., 2017;Turner, 2012;Uteng, 2012;World Bank, 2011). ...
This paper aims to analyze the personal and environmental factors that influence the perception of insecurity in the case of walking trips in Dakar (Senegal), according to the travel situation (daytime / night-time, inside / outside one's neighborhood). The empirical analysis is based on data from the household mobility survey carried out in 2015 (3,176 households and 13,415 individuals aged 11 years and over). Descriptive and multivariate statistical analyses (a multiple correspondence analysis and logit models) highlight significant differences in the perception of insecurity according to the travel situation (day / night; individuals' own neighborhood / elsewhere) and the characteristics of individuals, their household and residential neighborhood. The travel situation strongly influences the prevalence of the feeling of fear and has allowed us to identify a gradient in the perception of insecurity. Among the socio-demographic characteristics, gender plays a pre-eminent role and having previously been the victim of a robbery or assault while waiting for public transport increases the probability of feeling fear. The contextual determinants (public lighting, characteristics of sidewalks; social homogeneity, isolation, and dangerousness of one’s neighborhood) show that a degraded or insufficiently developed urban environment adversely affects urban dwellers’ feelings of insecurity. Economic resources, whether those of the individual or their household, play a less important role. Our results argue for greater consideration of the perception of insecurity when considering the mobility practices of urban dwellers in sub-Saharan Africa, especially with regard to pedestrian trips.
... In line with the general observation that "Safety and security in public transport are crucial issues which disproportionately affect women" (Peters, 2011, p. 9), some studies show that a large number of women do not feel safe when using public transport and more broadly when they are in public spaces. These findings apply to urban environments both in the North (Clifton and Livi, 2005;Loukaitou-Sideris, 2006;Mattioli, 2014;Yavuz and Welch, 2010) and in the South (Anand and Tiwari, 2006;Monqid, 2011;Paul, 2008;Peters, 2011;Suman et al., 2017;Turner, 2012;Uteng, 2012;World Bank, 2011). ...
... Women are more often the victims of certain forms of insecurity. Thus, the risks of sexual harassment or physical assault of women by men are highlighted in many urban environments (Anand and Tiwari, 2006;Dunckel-Graglia, 2013, Hancock, 2006Mejia-Dorantes, 2018;Paul, 2008;Turner, 2012). Vehicle overcrowding, which is common during rush hour (Tillous, 2017) and jostling at stops to board vehicles (Page and Oni, 2002) both increase the risk of touching and assault and also make it more difficult to identify the perpetrators and characterize the incidents (Hickey, 2014). ...
In both the cities of the North and the South, personal security is one of the factors that determine the use of transport modes. Personal security relates to a wide range of documented incidents: theft of money or property, with or without violence, physical or verbal assaults, intimidation, sexual harassment, etc. Both with regard to improving knowledge about daily mobility and to developing and evaluating transport policies, it is necessary to understand the prevalence of personal security concerns in transport among urban dwellers and to highlight how individual factors influence perceived insecurity. To answer this question, we have considered the case of Dakar, a metropolis in West Africa, on the basis of data from a household travel survey conducted in 2015. We present the main findings on perceived and experienced insecurity during walking and public transport trips, focusing on individual factors such as gender, physical disability, and household income. In a metropolis that is undergoing rapid spatial development such as Dakar, where most trips are made on foot and by public transport, a high number of people feel at risk, especially among women, and persons with a handicap. Experienced insecurity is far from being a secondary problem in the analysis of the travel difficulties of Dakar's residents. It is greater in vehicles than at public transport stops. These initial findings appear to be consistent with those presented in the literature review. They raise the issue of the poor design and lighting of public spaces and for pedestrian walkways. While improving perceived security, especially for women, requires specific consideration and measures, it also requires a more overarching improvement in public transport provision and measures to create walking-friendly neighborhoods.
... The real commitment to gender mainstreaming is still missing in the three major reports published by UN-HABITAT and the Asian Development Bank (ADB). Gender and planning have been the focus of concern of various scientific areas ranging from family planning (Hodgsona et al. 2013), health planning (Abdool et al. 2010), and career and organizational planning (Langfeldt 2014) to urban planning aspects such as transport planning (Scholten and Joelsson 2019;Levin and Faith-Ell 2019;Levin 2015;Hirschler and Svanda 2015;Turner 2012), urban safety (Dymén and Ceccato 2012;Levin 2015) and physical planning (Friberg 2006). In terms of urban planning, although the international agenda for women had been widened, planning was not seen as an area in need of attention, nor the links between planning and women's empowerment and safety were well understood (Reeves 2014). ...
... As Reeves (2011) concluded, traditional approaches to planning in the Asian context have focused on the physical dimension, that is building and maintaining the infrastructures and services (Reeves 2011). Besides, gender-sensitive urban planning may seem to be a simple discussion, but in reality far too many urban public services and facilities are built without any social or gender-based analysis of the accessibilities (Turner 2012). Therefore, according to Reeves (2011), planning education needs to make planners more aware of the gendered nature of places and spaces, while gender equality needs to be embraced as a core issue as well (Reeves 2011). ...
City development strategy (CDS) is an urban strategic planning approach that has already been implemented in over 200 cities worldwide. Nevertheless, its preparation process is different from country to country and each socio-economic context has its own conditions in running a CDS project. This article aims at showing how planners could benefit from empowering women and their participation in order to mobilize an urban plan and use their social capacities to raise the community’s awareness about the outcomes of a CDS plan with regard to creating more participatory urban spaces. A qualitative methodology including a questionnaire and focus group tools were used to identify the needs, to prepare vision statements, and to train the women. The results attested to the crucial but concealed role of women, as cores of families, in the progression of the project as well as the importance of their cooperation in incepting and implementing an urban development plan. This paper highlights: (1) Iranian women’s capacities to mobilize urban projects, and (2) the purpose that a CDS process, as is presented in this article, might serve as a proper urban strategic planning framework for Iran’s urban development while engaging women and local groups in such a process and reducing the masculine dominance in physical urban planning.
... In response to the rapid rates of urbanization and motorization, cities in developing countries have increasingly focused on the development of urban mass transit systems in recent years (Turner, 2012). For example, large investments have been made in rail transit and bus rapid transit systems in many Southeast Asian cities (e.g. ...
... For example, large investments have been made in rail transit and bus rapid transit systems in many Southeast Asian cities (e.g. Jakarta) since the mid-2000s, and the use of public transit has also been on the rise (Pojani & Stead, 2015;Turner, 2012). However, the impacts of rail transit on the lives of people, especially women, have rarely been discussed theoretically and empirically in the context of developing countries. ...
In response to the rapid rates of urbanization and motorization, cities in the developing world have increasingly invested in urban rail transit systems in recent decades. Using participant observation and in-depth interviews with 51 female passengers in the Delhi Metro, we provide empirical evidence of the impact of rail transit on women's lives in the developing world, which is lacking in the existing literature. We adopt the notion of empowerment as a theoretical framework. The findings of the study reveal that the Delhi Metro provides a comparatively empowering and positive travel experience for women, which is mainly enabled by safety measures and women's relative sense of safety in transit compared to other public spaces. However, this does not mean that female passengers are free from the threats of harassment in the Metro, and thus they adopt behavioral strategies to avoid risk. These results suggest that implementing policies that address women's safety concerns and needs are key to mass transit's success in the developing world.
... Equitable access to mass transit greatly increases likelihoods of finding gainful employment for women (and men alike), through the greater area accessible with increased mobility. [4] Women and men using Dar es Salaam's new bus rapid transit system, the DART. Image: Simon Batchelor A case study for how mass transit development can be made more mindful of women's needs can be seen in Jakarta, Indonesia. ...
... These include women-only carriages on trains, as well as greater law enforcement presence on the mass transit network, and changes to carriage design to leave women less exposed (for example, adding waistheight handles, rather than solely above-head handles). [4] HOW CAN ENERGY TRANSITIONS BE ADAPTED TO BENEFIT WOMEN AND GIRLS EQUALLY? ...
Traditional urban planning practices for urban development in the
developing world often fail to take into account the specific ways
in which decisions on a policy level, as well as in implementation,
can disadvantage women and girls in urban areas. The dimensions
of gender in urban planning are an area that has been underrepresented
in the literature on urban planning practices, although
in the last decade some attention has been given on how to tailor
urban planning practices to be more inclusive across genders.
Women can be adversely affected by urban planning in a number
of ways, both physical and socio-political. Transport access, access
to sanitation and water, and access to clean energy are all areas
where traditional methods of urban planning for development
leave women and girls at a disadvantage.
... Ces résultats apparaissent établis dans les contextes urbains du Nord (Clifton et Livi, 2005 ;Loukaitou-Sideris, 2006 ;Mattioli, 2014 ;Yavuz et Welch, 2010). Ils ressortent également des travaux centrés sur les métropoles du Sud (Anand et Tiwari, 2006 ;Monqid, 2011 ;Paul, 2008 ;Suman et al., 2017 ;Turner, 2012) et des documents de synthèse sur les inégalités de genre et la mobilité des femmes dans les pays en développement (Peters, 2011 ;Uteng, 2012 ;World Bank, 2011). Les risques de harcèlement sexuel ou d'agression physique de femmes par des hommes sont notamment mis en avant (Anand et Tiwari, 2006 ;Hancock, 2006 ;Mejia-Dorantes, 2018 ;Paul, 2008 ;Turner, 2012). ...
... Ils ressortent également des travaux centrés sur les métropoles du Sud (Anand et Tiwari, 2006 ;Monqid, 2011 ;Paul, 2008 ;Suman et al., 2017 ;Turner, 2012) et des documents de synthèse sur les inégalités de genre et la mobilité des femmes dans les pays en développement (Peters, 2011 ;Uteng, 2012 ;World Bank, 2011). Les risques de harcèlement sexuel ou d'agression physique de femmes par des hommes sont notamment mis en avant (Anand et Tiwari, 2006 ;Hancock, 2006 ;Mejia-Dorantes, 2018 ;Paul, 2008 ;Turner, 2012). La surcharge des véhicules contribue à renforcer le risque d'attouchements et d'agressions, comme observé dans les villes brésiliennes (Tillous, 2017). ...
La sûreté (ou sécurité) personnelle fait partie des éléments qui conditionnent fortement les modes de transport utilisables et les modalités de réalisation des déplacements. La sûreté (ou sécurité) personnelle liée à la mobilité, qui doit être distinguée de la sécurité routière, recouvre des enjeux multiples, dans sa dimension vécue comme dans la manière dont elle est ressentie. Si la question de la sécurité personnelle a principalement été étudiée dans le cas des transports collectifs, différents travaux menés sur les villes du Nord comme du Sud, mettent en évidence qu'elle se pose également pour les piétons, et révèlent au sein de la population féminine une perception plus vive des problèmes d'insécurité. L'étude de cas de Dakar, capitale du Sénégal, permet une première approche descriptive et explicative de la perception et de l'expérience de la sûreté. Les données proviennent de l'enquête ménages mobilité commanditée par le Conseil Exécutif des Transports Urbains de Dakar (CETUD) et réalisée en mai-juin 2015. Les résultats mettent en évidence les craintes plus fortes observées en soirée qu'en journée, et, lorsqu'il s'agit de se déplacer à pied, dans les quartiers autres que le quartier du domicile, ainsi que l'importance des problèmes d'agressions ou de vols dans les véhicules de transports en commun. Par ailleurs, un lien existe entre insécurité vécue et insécurité perçue, mais la perception de l'insécurité est nettement plus répandue que ne l'est l'expérience de l'insécurité. Enfin, la crainte de subir des agressions ou des vols apparaît nettement plus forte chez les femmes que les hommes, que ce soit dans les situations d'usage des transports collectifs, ou en se déplaçant à pied, dès lors que ces déplacements se situent dans des espaces extérieurs au quartier de résidence.
... A review of the literature indicates similar travel patterns for women, whether they live in developed or developing countries, in large cities, suburbs, or rural areas (Hasson and Polevoy, 2011). Women's trip scheduling and trip chaining are more complex (Gordon et al., 1989;ADB, 2013) and heterogeneous than man's (Meloni and Spissu, 2009); less likely to have a mobile workplace (Hanson and Pratt, 1995); they are also less likely to engage in work-related overnight travel (Presser and Hermsen, 1996;Malgieri, et al., 2012) women are more likely to use public transportation especially when they are lower-income (Peters, 1999;World Bank, 2010;Rosenbloom, 2006;Venter, et al., 2007;Malgieri, et al., 2012;Turner, 2012;Rahman and Islam, 2013;Thynell, 2016), engage in more non-work travel (Vance and Iovanna 2007), and make more multi-stop journeys, travelling off-peak hours with greater variety of destinations than men's (Astrop, 1996;Vasconcellos, 1998;Abidemi, 2002;Anand, 2002;Hasson and Polevoy, 2011;Malgieri, et al., 2012;Thynell, 2016), travel less after dark (Hamilton et al., 2000;Golden, 2008;Scottish Executive Central Research Unit, 2000), run household errands and escort other passengers (Murakami and Young, 1997;Root, 2000;McGuckin and Nakamoto, 2005;Crane, 2007). ...
... Women and men make different use of a shared system of transportation (Transgen, 2007;Hasson and Polevoy, 2011). In urban areas, low income women spend more time travelling on slower modes of transport to access work, and a significantly higher percentage of trips are made by foot than men (Sarmiento, 1998;Anand and Tiwari, 2006, Srinivasan, 2004, Tanzarn, 2008Thynell, 2016); as women live in closer proximity to their jobs due to their time constraints and reduced access to a private car (Turner, 2012;Olde-Kalter et al., 2009;Duchene, 2011;Hamilton et al., 2000;Golden, 2008). ...
Mobility is experienced differently by women and men, as they use different modes of transport for different purposes and in different ways depending on their socially determined reproductive, productive, and community related gender roles. Women's transport needs in south Asia are hardly sufficiently documented, let alone adequately addressed by transport planners and providers. A literature search was undertaken of the data bases, Google Scholar, JSTOR: Journal Storage, SpringerLink, SCOPUS and GEOBASE for papers published for different years. The search terms were 'gender', 'transport', 'mobility', 'travel behaviour', 'Transport Poverty', 'public transport accessibility and affordability', 'transport facilities', 'disadvantages', 'transport constraints', 'public transport'. The literature review revealed the unique barriers regarding transport accessibility as well as transport disadvantages that face urban and rural women in south Asia. This systematic review will help transport planners identify, design, and assess gender-responsive transport projects in order to solve the transport burden of south Asia.
... However, mobility is a complex phenomenon and findings from the US, the Nordic countries or European countries are not necessarily transposable to Asia. Some alternative contributions to the literature have been made by authors such as for instance Adeel, Yeh and Zhang (2016), Grieco (2009), Grieco and Urry (2011), Peters (2001, Raje, Grieco, Hine and Preston (2004), Tiwari (2014), Turner (2012), Uteng (2011), and Wang and Qin (2015). The report from the conference 'Poverty and Mobility in the Context of Asia' refers to the work of organizations that are engaged in women´s mobility and various findings that engage in theories, practices and ethics that are becoming of growing concern to politicians in Asia (Bisan, 2010). ...
... In general women depend more on public transport than men do. Women often try to work closer to home than men do, even at the expense of better work or higher incomes (Turner, 2012). Uteng (2011) states that dismal road conditions affect all users but there may be differences in what possibilities people have to handle the problems. ...
In cities all over the world, growing numbers of women are working or studying further away from home than ever before. This article presents policies by the World Bank and recommendations by the United Nations to improve conditions for women's mobility in cities. Although these stress different factors affecting women's experiences of traffic and transport, they all agree about the importance of enabling women's mobility. However, gender-sensitive policies have been largely unsuccessful. This article presents examples of conditions for women in New Delhi and other rapidly growing Asian cities that illustrate how gender norms operate. This study uses the perspectives of development research and gender studies to examine economic and political initiatives and the way women act and interact with transport in local contexts. It facilitates critical reflection upon existing transport policies and suggests 'how' women's needs may be effectively addressed. More in-depth knowledge about women's needs and the problems they face when travelling will be useful for designing of policies that address more than simply the harassments of women. More inclusive urban access would enhance conditions for women and enable them to make choices according to their needs. In this way, social science and policy will cross-pollinate one another.
... Hence, the process of planning and implementing TOD is not always aligned with social sustainability. There are competing interests that hamper adequate prioritization of social and cultural preferences (Cervero et al. 2002;Turner 2012;Dorsey and Mulder 2013). The traditionally narrow priorities based on utility-maximizing rational present poor awareness of the nexus between TOD and place making (Ndebele and Ogra 2014) and little integration of environmental and social considerations (Baumann and White 2012). ...
... The large-scale mass transit investment in Jakarta (Indonesia) is one example where social sustainability outcomes were affected. The differences across gender and other social groups with regards to safety and security were not addressed in the design of the projects resulting in gender gaps and other inequalities (Turner 2012). In Cali (Colombia), accessibility to the newly implemented bus rapid transit (BRT) system varies in relation to neighbourhood socio-economic strata, greatest for middle-income groups and most limited for areas with population from the highest and lowest socio-economic strata (Delmelle and Casas 2012). ...
Transit-oriented development (TOD) is a relatively recent neighbourhood development concept associated with the three dimensions of urban sustainability (environmental, economic and social). Traditionally, TOD has been associated with environmental and economic benefits. Recent research has shown evidence of positive social outcomes related to the spatial characteristics of TOD areas. But the social sustainability that can be drawn from TOD interventions may multiply when designed through participatory planning processes. Here, I combine TOD literature with that of collaborative urban planning to highlight the potential of participatory TOD for urban social sustainability.
... Women in paid employment tend to work closer to home and have shorter average commuting times than men (Blumen, 1994;Crane, 2007;Hanson & Johnston, 1985;Jansen, 1993;Novaco & Gonzalez, 2009). They are also more likely to use public transport, as there is a gender bias in asset ownership (Korzhenevych & Jain, 2018;Martinez et al., 2020;Turner, 2012). Women also have more complex commuting patterns than men, as they integrate home-related activities into the commute (e.g., dropping their children at daycare centers and grocery shopping). ...
The international literature on women and work calls on scholars to consider geographical, sociocultural, and institutional contexts governing women's employment dynamics over their life course. In Indonesia (and other lower middle‐income regions in Southeast Asia), female labor force participation is lower in urban areas than rural areas. The largest drop‐off occurs after marriage and childbearing. In this article, we argue that class and spatial context matters in examining the relationship between gender norms, gendered mobilities, and employment outcomes in mega‐urban settings. Using qualitative research, we probe beyond conventional demographic studies to explore the dynamics of married women's (decisions to stay, leave, change, or return to) employment in Greater Jakarta, Indonesia's largest urban core. Our participants were discouraged from employment participation by norms that prioritize married women's role as primary caregivers, and spatial and workplace/regulatory constraints. Our analysis underscores how the participants' employment‐related decisions consistently revolve around the concept of opportunity costs, defined as conflicts and tensions arise from mother's time away from children due to gender norms, lack of childcare and flexible formal employment options, and the long working and commuting hours in Greater Jakarta. Economic pressures for women to participate in the labor market are not matched by work–family policies, which are still rooted in entrenched ideals of women as wives and mothers.
... Future research can consider larger sample size and surveys in other cities, using a mixed method to enhance knowledge of what entails accessibility for all. Moreover, while this study primarily focuses on social equity, which often neglected in transport service provision in developing cities (Turner, 2012), future research can expand the discussion of accessibility by combining economic and environmental perspectives. ...
... This is especially true regarding any discipline or field that is associated with the social sciences and humanities, urban studies, or the built environment more generally. Other fields, however, such as transport studies, infrastructure studies (energy, mining), resources management (water and waste), economics (supply chain), or public health, tend to stress the importance of the relatively recent introduction of social sustainability concerns into their academic domain, e.g., [9][10][11][12][13][14][15], respectively. However, they do not tend to theorize, revisit, or sometimes even explain the term "social sustainability." ...
This short opinion article critically comments on some current mainstream trends, characteristics, and biases in urban social sustainability research literature. Through identifying some gaps regarding geography, sub-topics, and study approaches, and through considering “off-the-map” southern urban realities, it calls for the need to refocus and reshape some of the basic notions and presumptions that currently stand behind urban social sustainability theory, concepts, and policy design. Enhancing our sensitivity to truly global urban conditions, argue the authors, would result in less expected and generic (Eurocentric) approaches regarding urban social sustainability and would contribute to its more meaningful and comprehensive understanding. A bias towards qualitative, place-based, and context-sensitive analysis is a necessary step in rendering urban social sustainability truly global as well as in the making of more place-intelligent and place-responsive planning interventions.
... Other suggestions are focusing on facilities, claiming that if there are no tables, bathrooms, benches, people do not have the opportunity to loiter in the public space, affecting safety positively (e.g. Gaylord and Galljher 1991;Turner 2012). Authors also suggest putting more emergency buttons and alarms in transit environments (Debrincat et al. 2017;Mahmoud and Currie 2010) to facilitate reporting. ...
This article reviews five decades of English and French literature on transit safety in several major databases, with the focus on Scopus and ScienceDirect. The review explores the nature and frequency of transit crime and passengers’ safety perceptions in transport nodes and along the trip using bibliometric analysis and a systematic review of the literature. The number of retrieved documents was 3137, and 245 were selected for in-depth analysis. Transit safety as a research area took off after the mid-1990s and peaked after the 2010s. The body of research is dominated by the English-language literature (mostly large cities), with a focus on the safety of rail-bound environments and examples of interventions to improve actual and perceived safety for public transportation (PT) users. Highlighting the importance of transit environments along the whole trip, the article also helps advocate for more inclusion of passengers’ safety needs and the involvement of multiple stakeholders in implementing PT policies.
... Such transaction cost is also gendered in nature and scale (Turner, 2017). The study of Turner (2012) -scale transport investment examined the gender imperatives with the introduction of the Jabodetabek rail system found that overcrowding was associated with perceptions of safety, particularly from the perspectives of women. Empirical evidence points out that more women in Asian cities use public transport than men. ...
This paper aims to present sexual harassment and victimization in public transport in two Indonesian case study cities, Malang and Yogyakarta. It draws from a small sample survey-based study deployed to college students in two major universities in the said cities. While small to medium cities appear to experience unique mobility needs in comparison to their large city counterparts, results also reveal that students are significantly dependent on indigenous, informal transport modes for daily mobility of students, yet a significant proportion who uses public transport have experienced victimisation. These key insights drawn from the results of the survey may offer and inform a series of planning and policy scenarios that will serve as potential pathways to achieve safer commuting environments, ensuring safety in public transit to advance a more sustainable, resilient and inclusive transport for all.
... • Accessibility of the service (Turner 2012): operational details and quality of service related to different travel purposes of women (e.g., connection with other modes of transport, adequate travel and wayfinding information provision, flexible tariff policies, and discount fares); • Design of the infrastructure (Peters 2013): architectural characteristics of the infrastructures (e.g., universal accessibility of the environment, furniture and facilities for the comfort of women and the other persons they accompany, cleanliness and maintenance of the infrastructures); • Safety and security (Loukaitou-Sideris 2014): individual perception of security related to harassment, pickpocketing, emergency situations and overcrowding (e.g., security personnel, lighting, ventilation, CCTV). ...
The chapter presents a data-driven approach based on the use of Geographic Information Systems and data analytics for assessing the level of accessibility for the women passengers of the railway network service managed by FGC—the Railway Agency in Catalunya (Spain). A series of geolocated open and proprietary datasets related to the land and sociodemographic and mobility characteristics of the Province of Barcelona and to the FGC’s railway network has been analyzed and merged with disaggregated social-media data collected from Twitter. This was aimed at maximizing the diversity of station samples that will be observed, in order to ensure that the observed cases are representative of the different situations and locations of any single station. The selected stations are currently under investigation through on-site observations about universal design indicators and survey questionnaires focused on women passengers’ needs and expectations. Within the objectives of the H2020 project DIAMOND, the final aim of the proposed research is to support the definition of guidelines and policies for the inclusion of women’s needs in the design of future urban transport services.
... Many conferences have been held, mainly in the United Kingdom, United States and Pakistan to explore its causes, consequences and resolution. The background research on the megacity challenges focusing on the issues of how to make travelling in megacities women-friendly; finally led to addressing the megacities London and Karachi, the fastest growing cities in England and Pakistan with the population of more than 10 million and 24 million respectively (Turner, 2012;Cox, 2015;Peters, 2017). ...
Background
Karachi and London as megacities face huge challenges of providing safe environment for women in public spaces. Fear of sexual harassment on buses may cause domestic and transit captivity in women as public space is regarded as male domain. Such situation of hue and cry should be addressed through a social reform to empower the women with their mobility rights.
Purpose
The purpose of this study is to expose the perils of public sexual harassment; women encounter on public transport in the megacities – Karachi & London. The paper reports on the findings from a comparative review of the existing literature, surveys and reports focusing on the predicaments of sexual offences and assaults women confront in public spaces or transport.
Methodology
Rapid evidence assessment (REA) methodology was employed to: search the all- inclusive literature within given time constraints; collate descriptive outlines of the available evidences; critically analyse and evaluate it; sieve out studies of poor quality; and provide an overview of the evidence.
Findings
Comparative review evinced the gravity of sexual harassment in the megacities – Karachi and London and formulated baseline evidences for the law enforcement agencies to take strict action against the perpetrators to attenuate the jeopardy of sexual harassment on public transport. Literature on sociological studies and psychiatric assessments reveals that the crime leaves the victims in havoc of psychological, physical and emotional distresses which in turn damages their mental, social and personal wellbeing.
Comparatively, the prevalence of the crime is much higher in Karachi than London as Karachi fared 2nd most perilous megacity for women while London named the best having the lowest rates in Thomson Reuters foundation Survey 2017. London has lower incidences of sexual harassment and assault, which may relate to the law protection provided to the women. Pakistan's Women Protection Act doesn't safeguard women on roads and buses as it applies to workplaces only. An immediate legislation is required for women to end sexual harassment on public transport vehicles as well.
Practical implications
More research needs to be done on the prevalence rates of sexual offence, harassment, and assault in Karachi and London with a view to provide safe and secured transit to women. The rising rates indicates an urgent need for social development interventions such as gender sensitization to curtail offending behaviours towards women on public transport.
... Despite the efforts made to improve gender equality [4], both gender's routines remain being affected differently [6]. Understanding such differences is crucial to build a better "environment" for everyone [5,8,18], and design interventions on transportation aimed at reducing gender gaps to offer the same mobility opportunities [12,16]. ...
Public stakeholders implement several policies and regulations to tackle gender gaps, fostering the change in the cultural constructs associated with gender. One way to quantify if such changes elicit gender equality is by studying mobility. In this work, we study the daily mobility patterns of women and men occurring in Medell\'in (Colombia) in two years: 2005 and 2017. Specifically, we focus on the spatiotemporal differences in the travels and find that purpose of travel and occupation characterise each gender differently. We show that women tend to make shorter trips, corroborating Ravenstein's Laws of Migration. Our results indicate that urban mobility in Colombia seems to behave in agreement with the "archetypal" case studied by Ravenstein.
... Ello incluye una producción creciente en el ámbito académico pero también institucional, como parte de la agenda de organismos nacionales e internacionales. Entre esta literatura es posible identificar estudios relacionados con los patrones diferenciales de viaje entre hombres y mujeres, así como otros que incorporan una mirada que profundiza en la dimensión espaciotemporal (Lecompte, 2016;Zucchini, 2015;Sánchez de Madariaga,2013;Scheiner y Holz-Rau, 2012;McQuoid y Dijst, 2012;Turner, 2012;Li et al., 2012;Grieco y McQuaid, 2012;Uteng, 2011;Transportation Research Board,2005y 2010Tanzarn, 2008;Srinivasan, 2008;Hamilton et al., 2005;Turner y Grieco, 1998;Bernard et al., 1996). ...
Serie Ideas para agendas emergentes. Montevideo: PNUD Uruguay
... Cuando estos impactos negativos en el presente de la construcción no suspenden el juicio futuro, los ciudadanos suelen poner en marcha un juego en donde prefiguran cómo quedará alterada la vida y cotidianidad de su entorno (Nielsen & Pedersen, 2015: 250). En este sentido es muy importante que los ciudadanos perciban que las instituciones están integrando convenientemente la infraestructura en las dinámicas de los vecindarios (Grieco, 2015: 93), y que las aprovechan como un motivo para mejorar las condiciones de vida generales, o para superar condiciones de desigualdad urbana (Turner, 2012). Asimismo, en las expectativas sobre cómo incidirá en el futuro la nueva construcción suele tener un lugar muy importante cómo los ciudadanos prevén que alterará los valores de sus viviendas y propiedades. ...
La aplicación de políticas neoliberales en las principales metrópolis de los países en desarrollo ha acarreado una agudización de los contrastes sociales y espaciales. Al mismo tiempo, los incipientes ensayos de gobernanza han supuesto una oportunidad para que se incida en la democratización de la gestión metropolitana y en la corrección de algunas de esas disparidades. Este artículo propone analizar cómo las expectativas y posturas de los ciudadanos ante la construcción de infraestructura urbana suponen un reto y una oportunidad para profundizar en esos procesos de gobernanza y para revertir las señaladas desigualdades. El artículo se ubica en la construcción de la Línea 3 del Tren Ligero del Área Metropolitana de Guadalajara, y se basa en la explotación de una encuesta aleatoria realizada alrededor del trazado proyectado. Como resultados, se presenta una tipología de ciudadanos según las expectativas que mantienen ante la construcción, y se advierte que ninguno de los grupos generados ejemplifica una postura que prometa profundizar los mecanismos de democratización de la política urbana o ayude a compensar las desigualdades socio-territoriales existentes.
... The second challenge is 'lack of transformative methodology': the problem of developing appropriate methodologies to incorporate social sustainability concerns into urban development planning. Turner (2012), in his study of the gender equity in a mass transport system in Jakarta, argues that mainstreaming of gender into planning is a fundamental component of delivering social sustainability. However, the transport planning profession has failed to produce systematic methodologies that can incorporate gender issues into urban planning and development. ...
This ground breaking volume raises radical critiques and proposes innovative solutions for social sustainability in the built environment. Urban Social Sustainability provides an in-depth insight into the discourse and argues that every urban intervention has a social sustainability dimension that needs to be taken into consideration, and incorporated into a comprehensive and cohesive ‘urban agenda’ that is built on three principles of recognition, integration, and monitoring. This should be achieved through a dialogical and reflexive process of decision-making. To achieve sustainable communities, social sustainability should form the basis of a constructive dialogue and be interlinked with other areas of sustainable development. This book underlines the urgency of approaching social sustainability as an urban agenda and goes on to make suggestions about its formulation.
Urban Social Sustainability consists of original contributions from academics and experts within the field and explores the significance of social sustainability from different perspectives. Areas covered include urban policy, transportation and mobility, urban space and architectural form, housing, urban heritage, neighbourhood development, and urban governance. Drawing on case studies from a number of countries and world regions the book presents a multifaceted and interdisciplinary understanding from social sustainability in urban settings, and provides practitioners and policy makers with innovative recommendations to achieve more socially sustainable urban environment.
... The second challenge is 'lack of transformative methodology': the problem of developing appropriate methodologies to incorporate social sustainability concerns into urban development planning. Turner (2012), in his study of the gender equity in a mass transport system in Jakarta, argues that mainstreaming of gender into planning is a fundamental component of delivering social sustainability. However, the transport planning profession has failed to produce systematic methodologies that can incorporate gender issues into urban planning and development. ...
... Women are worse off in the developing countries due to deeply entrenched gender roles where age and low income result in further reduction in mobility (Adeel et al., 2016). User experience and social climate discourage women from using transit (Hadiuzzaman et al., 2017;Salvá et al., 2015;TRB, 2010;Tudela Rivadeneyra et al., 2015;Turner, 2012). Women walk more than men in developing countries since they have less control of household assets including mobility tools such as vehicles (Adeel et al., 2016;Rahul and Verma, 2017). ...
The negative outcomes of ingrained gender socialization are evident in many contemporary societies. For example, women spend more time on home care and child rearing tasks than men do. A key impact of gender-based roles, hence, is larger time constraints for women compared to men. Additionally, in some countries women are exposed to daily sexual harassment during day-to-day travel. With the maturing of a middle class in the emerging economies, however, women are gaining financial independence. This has translated to gender-specific travel preferences, which remain understudied. I ask: how do gender-based preferences about time constraints and risk aversion express themselves in the travel choices of young adults? The research relies on purposive sampling where 154 participants at various stages of their young adult lives were recruited for 21 gender-separated focus groups. The sample includes graduate students and early/mid-career professionals in Mumbai. The aim was to explore reasons for differences in the travel behaviors of middle-class, college-educated, professional women and men. Relative to the larger population, this demographic group is less likely to have differences in travel preferences by gender. Yet the evidence suggests that time limitations and physical safety are experienced and expressed differently by each gender. For example, women speak more about safety than about time. I propose a psychological framework to expand transportation research by systematically investigating and incorporating such gendered travel preferences.
... The increasing level of traffic density is caused by the increasing number of vehicle that growing rapidly compare to the growth of total road area. The Jakarta Local Government should build more roads or a good mass transportation system (Turner, 2012). ...
... However, this faces some critical challenges. Firstly, systematic methodologies which incorporate social sustainability concerns into urban development planning are missing (Turner 2012). Secondly, it is likely that policy-makers exploit social sustainability rhetoric for justifying and legitimising market-oriented and unjust development programmes (Lees 2014). ...
This article presents a critical reflection on the theory and practice of social sustainability in the built environment, identifies areas of agreement and disagreement, explores theoretical and conceptual gaps and challenges, and suggests practical implications for future research and urban policy. It argues that despite revisionist approaches which challenge the tripartite structure of sustainable development, social dimension of sustainability remains an essential valid pillar. Utilising a qualitative meta-analysis methodology for undertaking critical analysis of previous research and publications on the topic, key themes of theory and practice of social sustainability are identified and critically examined. Accordingly, 10 key formative characteristics of social sustainability and their research and policy implications are introduced. The article concludes with institutional observations for policy-makers to achieve greater success in addressing largely underestimated dimensions of social sustainability in urban settings.
... Literature suggests that some projects have mixed goals that hamper adequate prioritization of social and cultural preferences (i.e. fostering economic growth, building a location brand or satisfying political interests) (Baumann & White, 2012;Boarnet & Compin, 1999;Cervero, Ferell, & Murphy, 2002;Dorsey & Mulder, 2013;Turner, 2012). Traditionally narrow priorities based on utility-maximizing rational and physical and functional requirements present poor awareness of the nexus between TOD and place making (Baumann & White, 2012;Belzer & Autler, 2002;Chiu, Huang, & Ma, 2011;Ndebele & Ogra, 2014;Winston & Maheshri, 2007) and little integration of environmental values (Soria-Lara, Bertolini, & te Brömmelstroet, 2015) and social considerations such as travel patterns (Bailey, Grossardt, & Pride-Wells, 2007;De Vos, Van Acker, & Witlox, 2014). ...
New transit development often try to provide low-carbon mobility, and improve accessibility. However, it is often unclear who profits most from new transit developments, whether these transit developments can improve equity, and if yes, in which dimensions. Here we study the change in quality of life, instrumentalised as perceived and measured social capital, socio-economic well-being, and quality of public infrastructure after transit developments in Medellin, Columbia. We make use of a detailed questionnaire of 187 questions from 2009 and 2012, aggregate responses into 14 indicators, and compare changes in quality of life between three transit developments zones (comunas), three non-intervention zones, and between income levels and gender. We find that equity improved overall across geographical zones, income, and gender, even as changes in specific quality of life dimensions varied. Our results demonstrate that well-designed transit interventions and participatory planning processes can make cities not only more climate friendly but also more equal.
... This substance is a degradation product of a vulcanization accelerator and indicative of tyre wear. The significant increase of motorisation and traffic as a consequence of a tremendous economic and social development in the last decades is highlighted by Turner (2012). ...
Sediment geochemistry of the Jakarta region, a densely populated tropical coast, is studied — with particular focus on rivers discharging to Jakarta Bay. Weathering volcanics in the river catchment area control the composition of major elements, As, Cr and in part Cu. In contrast, Zn, Ni, Pb and partly Cu are affected by anthropogenic sources, mainly in central Jakarta City. The data reflect a high variability of local emission sources, among which metal processing industries, fertilizers or untreated animal waste may be important. In particular, the role of street dusts is emphasized. Locally, heavy metals reach levels considered to have adverse biological effects. River discharge leads to anthropogenic enrichment of heavy metals in the coastal sediments. Element data also show geogenic effects on the composition of the coastal sediments, such as mixing of detrital silicates with biogenic carbonates as well as suspended particulate matter from the ocean.
... The bus rapid transit (BRT) known as TransJakarta has been introduced and expanded gradually and is presently operated in 12 corridors since 2004 (Transjakarta, 2013). The upgrading and revamp of the JaBoDeTaBek (Jakarta Bogor Depok Tangerang Bekasi) Railway System are also implemented to strengthen the inter-city public transport (Turner, 2012). ...
Traffic congestion in Jakarta is an emerging challenge. Although the policies have been implemented both discouraging private vehicles and improving public transport, the traffic jam is getting worse as conflicting fuel subsidy policy is implemented. This study reports empirical evidence on the trade-off effect between improvements in public transport services and fuel subsidy removal for a modal shift of private vehicle commuters in Jakarta. The data on stated preferences on the possibility of modal shift for private vehicle commuters in Jakarta are collected and analyzed by mixed logit models. With presence of road pricing at the (Central Business District) CBD in Jakarta, we find that joint implementation of policy scenarios through removal of fuel subsidy and road pricing is more effective to discourage people using cars or motorcycles. As the consequence, the new provision of mass rapid transit (MRT) will be effective to attract car and motorcycle commuters in any feasible range of service improvements.
... Much of the expansion of Greater Jakarta in the last years has taken place in peri-urban areas to the west, south and east (e.g. Turner, 2012). The population growth and the developing economic activities led to increased demands on the urban water supply. ...
Ensuring safe and convenient transportation is vital for promoting
gender equality. Unfortunately, women in Jabodetabek, Indonesia,
frequently express insecurity in public transport due to harassment
and violence, particularly in crowded buses and trains. This is a
critical issue since secure and reliable transportation enables women
to engage fully in education, employment, and daily activities. To
better understand women's experiences with public transportation in
Jabodetabek, a study was conducted using a case study method. Six
women commuters who used public transportation to travel within
and between Jabodetabek were recruited based on their willingness to
share their experiences and the diversity of their routes. The study used
qualitative research methods to collect data, including in-depth
interviews and observations of informants' commutes. The study
discovered that women in Jabodetabek consider safety concerns and
social norms crucial when deciding their transportation mode and
route. Women's route choices are influenced by the presence of other
women, well-lit areas, and visible security personnel, which contribute
to their perceived safety and comfort. Gender plays a significant role
in shaping these decisions. The implications of these findings are
significant for transportation policy and planning in Jabodetabek. The
research underscores the need to develop gender-responsive
transportation policies and programs that address women commuters'
unique challenges and needs. For example, transportation planners
can take steps to increase security personnel presence and improve
lighting in areas frequented by women. Moreover, providing women�only transportation options can enhance the safety and comfort of
women during their travel. The present research is distinguished by
its investigation of women's route choices and the multifaceted factors
that shape their decision-making process. In addition, this research
represents a gap in the existing literature that has yet to be extensively
examined, thereby rendering this study a distinctive and valuable
contribution to the field.
Women in South and Southeast Asia encounter unique mobility barriers which are a combination of poor services by public transport modes and underlying patriarchal societal norms. Although international organisations provide guidelines for national policy makers to develop inclusive public transport systems, women’s mobility remains restricted and unsafe. This paper provides a critical review on women’s mobility barriers from built-environment to policy for public transport ridership. It includes three main aspects. Firstly, the key barriers encountered by women from poor service quality, sexual harassment and patriarchal societal norms. Secondly, the limitations in common methods adopted to measure these barriers. Finally, the effectiveness of international guidelines and national policies on women’s travel needs for public transport ridership. Findings revealed that women’s mobility barriers in South and Southeast Asian countries originate from the lack of adequate inclusive policies and protection laws from authorities. The underlying patriarchal societal norms form a toxic base, which allow for severe forms of sexual harassment to take place when riding public transport and for women to experience victim-blaming, if the incidents are reported. The paper concludes with knowledge gaps to assist practitioners and researchers to move toward safer journeys and development of inclusive public transport systems for women in developing countries.
The inclusion of gender views in every field and, especially, in urbanism, has become crucial for urban planning. Considering both men’s and women’s interests in an integrated gender equality perspective provides better results that improve the quality of public spaces and engenders a more sustainable society. However, to realize such benefits, efforts are required not only to understand the needs and preferences of urban residents but also to shape policies and develop strategies to mitigate vulnerability with population involvement. In order to help decision makers at the urban level evaluate vulnerability with the inclusion of gender views, this study proposes a model that incorporates the specificities of urban fabric users that face adverse conditions. The model is based on a structured and standardized checklist of key topics that could be applied to any urban development. From this checklist, a list of categories, subcategories, and indicators were proposed and validated using the inter-judge agreement technique. To illustrate this model, this paper presents the case study of Castellón (Spain) in which deprived neighborhoods were analyzed, updating a previous model intended only to detect vulnerability. The results help link policy making to social vulnerability and indicate strategies to reach inclusive neighborhoods via a gender equality approach.
The high level of road density in Jabodetabek that caused by urban sprawl phenomenon prompted the government to increase the number of commuter who use Jabodetabek Commuter Line Rail (KRL). According to that, women commuters have higher participation in using mass public transportation than men. However, it must be supported by a service system that accommodates their needs. Therefore, the research about the characteristics of women commuters using KRL is important to analyse the KRL service system quality which accommodate their needs. It refers to four variables: age, income level, destination distance, and marital status, collected by questionnaire. The questionnaire was distributed to 120 respondents who were daily commuters and users between 2013-2020. The reasons for participation were collected by an in-depth interview with 15 informants who were also part of the respondents. The result is the service system in KRL (facility design, cost, access, and time travel) caused women commuter KRL users are dominated by productive age with varying income levels, married, and do activities in areas 1-3 km from a station. The conclusion is not all women commuters in Jabodetabek participate to use KRL because the service system has not accommodated all their needs.
This work analyzes gendered processes by a methodology based on clustering factors with influence in the decision-making process of women as users or employees of the transport system. Considering gender as a social construction which changes over time and space, this study is based on the concept of a woman as a person who adopts this role in society. This paper performs a deep analysis of those factors women consider as needs and barriers to use or work in the transport system in four scenarios: railway public transport infrastructures, automated vehicles, bicycle sharing, and jobholders. A literature review and focus group discussions were performed under the consideration that the definition of woman includes the addition of several personal characteristics (age, sexual orientation, family responsibilities, and culture). The data analysis allowed the identification of fairness characteristics (FCs) that affect the interaction of women with the transport system for each scenario. A methodology for clustering the fairness characteristics identified the main areas of action to improve the inclusion of women within each use case. Further studies will be focused on the quantification and prioritization of the FCs through mathematical methods and the suggestion of inclusive measures by an interdisciplinary panel
This work analyzes gendered processes by a methodology based on clustering factors with influence in the decision-making process of women as users or employees of the transport system. Considering gender as a social construction which changes over time and space, this study is based on the concept of a woman as a person who adopts this role in society. This paper performs a deep analysis of those factors women consider as needs and barriers to use or work in the transport system in four scenarios: railway public transport infrastructures, automated vehicles, bicycle sharing, and jobholders. A literature review and focus group discussions were performed under the consideration that the definition of woman includes the addition of several personal characteristics (age, sexual orientation, family responsibilities, and culture). The data analysis allowed the identification of fairness characteristics (FCs) that affect the interaction of women with the transport system for each scenario. A methodology for clustering the fairness characteristics identified the main areas of action to improve the inclusion of women within each use case. Further studies will be focused on the quantification and prioritization of the FCs through mathematical methods and the suggestion of inclusive measures by an interdisciplinary panel.
This work analyzes gendered processes by a methodology based on clustering factors with influence in the decision-making process of women as users or employees of the transport system. Considering gender as a social construction which changes over time and space, this study is based on the concept of a woman as a person who adopts this role in society. This paper performs a deep analysis of those factors women consider as needs and barriers to use or work in the transport system in four scenarios: railway public transport infrastructures, automated vehicles, bicycle sharing, and jobholders. A literature review and focus group discussions were performed under the consideration that the definition of woman includes the addition of several personal characteristics (age, sexual orientation, family responsibilities, and culture). The data analysis allowed the identification of fairness characteristics (FCs) that affect the interaction of women with the transport system for each scenario. A methodology for clustering the fairness characteristics identified the main areas of action to improve the inclusion of women within each use case. Further studies will be focused on the quantification and prioritization of the FCs through mathematical methods and the suggestion of inclusive measures by an interdisciplinary panel.
El efecto de la construcción de la línea tres del tren eléctrico urbano sobre el precio de la vivienda en el Área Metropolitana de Guadalajara, México
The automation and digitisation of work are heavily impacting on the public transport workforce worldwide. Many of the jobs affected are those typically done by women. Yet much discussion about the future of work in public transport is gender blind, or considers women primarily as users of public transport. This paper draws on original research commissioned by the International Transport Workers Federation (ITF) to address this gap, based on five cities that have introduced changes to public transport with significant implications for women's employment – Bangkok, Bogota, Cape Town, Mexico City and Nairobi. It was a qualitative study involving 164 interviews in five cities, primarily with women transport workers but also union representatives, community organisations, policy makers and employers. It finds both opportunities from and risks to women's employment, including the chance to move from informal work to new formal employment, as well as job loss from integrated fare payment systems. It considers the possibility of breaking down traditional patterns of occupational gender segregation in public transport when new systems or technologies are introduced. However in order for women to move into traditionally male jobs such as driving in greater numbers, several barriers must be addressed, such as gender stereotyping, violence at work and working hours and shift patterns. The paper offers some suggestions for how unions, employers, transport authorities and funders can address such barriers.
El papel de los grandes proyectos de infraestructuras urbanas es cada vez más importante a escala global y en la región latinoamericana. Con la implementación de esquemas de gobernanza urbana, es fundamental conocer cómo la ciudadanía evalúa la actuación gubernamental en este tipo de inversiones. Este artículo se basa en los resultados de una encuesta aleatoria desarrollada en el Área Metropolitana de Guadalajara, México. Sus principales resultados subrayan cómo la mejora de los mecanismos participativos y la reducción de los impactos directos a los vecinos, son las dimensiones más decisivas que coadyuvan a la aprobación de la actuación gubernamental.
Como una respuesta a los graves problemas de transporte y movilidad en el Área Metropolitana de Guadalajara, desde 2014 se construye en esta metrópoli la Línea 3 del Tren Ligero. La infraestructura, que discurre en un tramo central subterráneo y en dos tramos elevados en sus extremos, comporta la inversión más grande que se ha hecho en el Estado de Jalisco en los últimos decenios. A pesar de esta magnitud, no se han dado las condiciones necesarias para enmarcarla dentro del debido debate y discusión públicos que pudieran ocasionar mayores niveles de legitimidad social.
En La sustentabilidad urbana en vía muerta. Gobernanza y participación ciudadana ante la construcción de infraestructura de transporte masivo nos interrogamos por cómo una obra de estas dimensiones está alterando las condiciones de sustentabilidad de la metrópoli de Guadalajara. Así, analizamos cómo se encuadra la infraestructura en los esfuerzos más generales de gobernanza ambiental de la metrópoli, investigamos la repercusión que tiene en los valores inmobiliarios de las zonas afectadas y en la puesta en marcha de procesos de segregación social, estudiamos los discursos institucionales que han servido para justificar y legitimar su desarrollo, y mostramos algunas de las repercusiones sociales que ha tenido en los vecindarios por donde discurre. En cada una de estas investigaciones se descubre un hilo común conductor en la implementación de la infraestructura: las deficiencias en los procesos de gobernanza y los déficits de participación ciudadana ocasionan que sea una oportunidad perdida para mejorar las condiciones de sustentabilidad urbana de la metrópoli.
We develop a conceptual framework for quantifying fixed transactions costs facing semisubsistence households. Using household survey data from a sample of 324 Kenyan maize farmers, we jointly estimate household supply and demand schedules and transactions costs. Econometric results indicate that on average the ad valorem tax equivalent of fixed transactions costs for households in our sample is 15%. Additional analysis indicates that economic isolation is positively associated with the size of transactions costs. To the best of our knowledge, ours are the first empirical estimates of the magnitude of fixed transactions costs for agricultural households in developing countries.
This article provides an introduction on how transport issues interrelate with urban poverty, especially in Asia. Transport is an issue that is often viewed in isolation from sustainable human development and from other human settlements issues. The article introduces a large number of key issues and many of them can be given only very cursory treatment. Plentiful references are provided where possible to allow the reader to pursue each of these issues in more depth. The article also examines the principles of a poverty focus in urban transport and some of the possible approaches. A number of specific examples of pro-poor transport initiatives are discussed briefly, but there are no in-depth case studies. Finally, some lessons and recommendations are presented, especially as they are relevant to the mission of the proposed Asian Forum on Urban Poverty.
This paper is an autobiographical recollection of how my interest in and work on transaction cost economics progressively developed. It begins with an overview of the transaction cost economics project. A sketch of my undergraduate and graduate education follows. Key events in the 1960s that set the stage for my 1971 paper on “The Vertical Integration of Production” are then described. This paper would turn out to be the entering wedge from which transaction cost economics would take shape and continues today, as set out in the closing pages of the article.
This article draws attention to the complexity of the social arrangements which form the background to travel decisions and
travel behaviour in the low income context. It focuses on the ‘borrowing’ and ‘repaying’ of ‘time favours’ amongst low-income
households arguing that these inter-household exchanges of favours are used to overcome, albeit partially, the financial resource
constraints of low-income budgets. Using evidence from Merseyside, the article explores the interaction between financial
constraints and time constraints in the making of travel arrangements in low-income households. A vignette, drawn from the
Mersey evidence, provides a concrete illustration of the importance of these factors in practical family life. Moving beyond
the sociological analysis of inter-household support structures, the article indicates new high technology European public
transport developments which can usefully be harnessed as part of social policy to overcome some of the constraints which
low-income families presently experience in gaining access to critical resources such as health.
Research has identified several factors that affect fear of crime in public space. However, the extent to which gender moderates the effectiveness of fear-reducing measures has received little attention. Using data from the Chicago Transit Authority Customer Satisfaction Survey of 2003, this study aims to understand whether train transit security practices and service attributes affect men and women differently. Findings indicate that, while the presence of video cameras has a lower effect on women's feelings of safety compared with men, frequent and on-time service matters more to male passengers. Additionally, experience with safety-related problems affects women significantly more than men. Conclusions discuss the implications of the study for theory and gender-specific policies to improve perceptions of transit safety.
In line with the increasing policy recognition of the role of transport in social exclusion, Transport Studies at the University of East London was commissioned by the Mobility Unit of the Department of the Environment, Transport and the Regions to produce a Public Transport Gender Audit. The completed project is available on the Gender Audit website at http://www.uel.ac.uk/womenandtransport. It includes an inventory of relevant literature providing both policy-makers and the public at large with access to the existing body of evidence on the relationships between gender and transport. This paper identifies the goals and progress of the Gender Audit for Public Transport to date. It considers why we need a Public Transport Gender Audit and examines the major gender differences that have relevance for transport policy-makers, planners and providers.
Gender, poverty and transport: A call for policy attention. International Conference on Urban Poverty, Governance and Participation: Practical Approaches to Urban Poverty Reduction: Towards Cities for the New Generation
- M S Grieco
- J Turner
Grieco, M. S., & Turner, J. (1997). Gender, poverty and transport: A call for policy attention. International Conference on Urban Poverty, Governance and Participation: Practical Approaches to Urban Poverty Reduction: Towards Cities for the New Generation.
Sustainable transport: A sourcebook for policy-makers in developing cities. Module 7a e Gender & Urban Transport
- Florence
Florence: United Nations Human Settlements Programme. http://www.geocities. ws/margaret_grieco/womenont/habitat.html 9e13 November 1997. GTZ. (2007). Sustainable transport: A sourcebook for policy-makers in developing cities. Module 7a e Gender & Urban Transport. http://www2.gtz.de/dokumente/ bib/07-1025.pdf.
A gender audit for public transport: a new policy tool in the tackling of social exclusion Towards gender sensitive urban transport planning and operations in metropolitan Lagos, Nigeria. Paper for 4TH IFUP Congress Marrakech
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