Travelling against all odds

None of the urban transport projects have been evaluated for their impact on women.

The abduction of a Snapdeal employee while she was returning home by a “shared autorickshaw” and many such incidents raise serious questions about the gender sensitivity of transport decision-makers. Public transport in Indian cities is unsafe for women. Yet women have no choice but to travel by these modes or, well, “not travel at all”. According to the 2011 Census, of the 22 million women who are engaged in economic activities in urban areas, 35 per cent do not travel for work, implying that they choose an economic activity that allows them to work from home. Compare this with men — 20 per cent of the 94 million male workers do not travel for work.

While there may be several socio-economic and cultural factors behind this, the choices available for travelling and experiences during travel definitely have a role in the decision of nearly one-third of the women workforce to choose not to travel for work. Not surprisingly, India’s urban areas have one of the lowest female labour force participation rates in the world; 19 per cent in 2009-10 vs 76 for males.

Of those women who travel to work, 80 per cent travel on foot or by public and intermediate public transport — buses, trains, autorickshaws, tempos, etc.; the share of these modes among male workers is much lower (50 per cent). Access to personal modes of mobility, i.e. cars, motorised two-wheelers and cycles, as could be expected, is much higher in case of males.

What these numbers indicate is that when it comes to travelling to work, women clearly are on the backfoot. They are making travel choices that can in no way be termed as “safe”. There have been many cases of eve-teasing, harassment, abduction, and rape of working women in urban India while using transport. Most Indian cities have inadequate public transport systems. Additionally, the walk from transport stops is unsafe due to poorly-lit streets.

In fact, research has shown that the access and egress trips from public transport stops are more unsafe than in-vehicle travel. Despite investing millions in a massive Metro in Delhi, authorities haven’t done much to make travel to Metro stations safe for women. It should, therefore, come as no surprise if more women decide to switch to cars and two-wheelers. The trend of increasing usage of cars and two-wheelers among women indicate that this phenomenon has already started in Indian cities.

Though major policy decisions are being taken to decide the future of mobility in Indian cities, it’s a future that does not seem to be sensitive to the needs of women. The recently-released National Urban Transport Policy (2014) simply makes a passing reference to security of women in public transport. None of the urban transport projects have been evaluated for their impact on women.

Very few cities have taken initiatives to run special services for women in public transport systems. If we are really serious about making Indian cities inclusive, we need to ensure that the insensitivity towards women’s mobility diminishes. Rather than focusing on just high-tech solutions for mobility, we have to accord equal importance to land use planning, urban design and infrastructure interventions along with soft solutions that have been found to improve women’s safety.
As a long-term strategy, cities need to switch to a gender sensitive public transport planning that delivers systems that are responsive to the mobility needs of women.

As a short-term/urgent strategy, cities need to experiment with simple interventions that have been found to improve women’s safety. Well-lit public transport stops and streets along with increased economic activities have been found to significantly improve women’s safety during their access and egress trips to/from public transport.

Furthermore, emergency services along sidewalks, like panic buttons, security helplines and presence of security personnel around public transport stops have been found to work. There are several other solutions, like “request stop” availability on buses that allow women to get off at places closer to their destination, women-only buses/coaches, in-vehicle security systems, and gender-sensitisation programmes for transport operators that help. These are all simple and easy to implement interventions that require more “will” rather than “money” to be implemented.

( Source : Columnist )
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