Toolkit for Enabling Gender Responsive  Urban Mobility and Public Spaces India VOLUME I The ‘What-To-Do’ Note for Policymakers ToC i Gender Toolkit - Volume I ToC ii Toolkit for Enabling Gender Responsive Urban Mobility and Public Spaces India VOLUME I The ‘What-To-Do’ Note for Policymakers Gender Toolkit - Volume I © 2022 International Bank for Reconstruction and Development / The World Bank 1818 H Street NW, Washington, DC 20433 Telephone: 202-473-1000; Internet: www.worldbank.org Some rights reserved. This work is a product of the staff of The World Bank with external contributions. The findings, interpretations, and conclusions expressed in this work do not necessarily reflect the views of The World Bank, its Board of Executive Directors, or the governments they represent or the views of the governments of the countries covered by the study. The findings of the study are not binding on the countries covered by the study. 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Photo: Unless mentioned otherwise, all pictures sourced from istockphoto. 2 TABLE OF CONTENTS LIST OF ACRONYMS 5 ACKNOWLEDGEMENTS 6 FOREWORD 7-8 DEFINITIONS 9 I. Introduction 14 II. Rationale: Why should urban public spaces and mobility services be 18 viewed through a gender lens? III. What are the key elements of a gender-responsive urban mobility 35 program? Pillar 1: Assess the ground situation 38 (i) Understand gender differences in mobility patterns 39 ToC (ii) Understand safety concerns and threat perception of public 46 transport and public spaces (iii) Identify gaps in current policies, regulations, and legal 49 frameworks (iv) Identify gaps in institutional capacity and assess prevailing 49 mindsets to deliver gender-responsive programs Pillar 2: Strengthen planning and policies 50 (i) Integrate a gender-lens in new and existing policies and plans 51 (ii) Introduce gender inclusivity in decision making and key 55 institutions Pillar 3: Build capacity and raise awareness 60 (i) Mandate training and capacity building of duty bearers 62 (ii) Forge partnerships for raising awareness and enabling 65 community action through campaigns Pillar 4: Improve infrastructure and services 68 (i) Enhance women’s safety on public transport and in public 69 spaces (ii) Apply a gender lens on infrastructure design and public 73 transport services 3 Gender Toolkit - Volume I LIST OF FIGURES Figure 1 Toolkit configuration 16 Figure 2 Four pillar framework 16 Figure 3 Trends in ‘travel to place of work by other workers’ across major Indian cities 19 Figure 4 Differences in mobility patterns for women and men 20 Figure 5 Trip chaining patterns 21 Figure 6 Statistics regarding sexual harassment - responses from women surveyed 23 Figure 7 Barriers during public transport journey 24 Figure 8 Time spent by men and women on different activities in a day 26 Figure 9 Sample theory of change 36 Figure 10 Assessing the on-ground situation 39 Figure 11 Methods to build capacity and raise awareness 61 Figure 12 Channels for raising awareness in the community 66 Figure 13 Improving infrastructure and services 69 Figure 14 Example of street lights auditing in Tondiarpet, Chennai 70 Figure 15: Gender lens on infrastructure design and public transport services 74 LIST OF TABLES Table 1 Forms of sexual harassment in public transport and public spaces 21 Table 2 Gender-based differences in mobility patterns and implications for public transport 40 authorities Table 3 Capacity building recommendations 62 Table 4 Enabling responsive bystander intervention 66 LIST OF CASE STUDIES Case study 1 Chennai urban mobility gender program: Gender gap assessment 28 Case study 2 Safety First: Perceived risk of street harassment and educational choices of women 30 Case study 3 GESI in BMTC fleet 44 Case study 4 Ola Mobility Institute 45 Case study 5 Safety assessment of Delhi 47 Case study 6 TfL – Action for Equality plan 52 Case study 7 Greater Dhaka sustainable urban transport project - GAP 53 Case study 8 Singapore integrated distance-based fare structure 54 Case study 9 Gender diverse workforce on KMRL 57 Case study 10 Chennai Gender and Policy Lab 58 Case study 11 Aspiring for gender equality through creating safe travel, India 62 Case study 12 StandUp awareness program 67 Case study 13 Safe TTT app 71 Case study 14 Women friendly city project, South Korea 76 Case study 15 Gender mainstreaming in urban planning, Austria 78 Case study 16 Chalo app 79 4 LIST OF ACRONYMS ADB Asian Development Bank BMTC Bengaluru Metropolitan Transport Corporation BRT Bus Rapid Transit CBO Community Based Organizations CCTV Closed Circuit Television CMP Comprehensive Mobility Plan CPTED Crime Prevention Through Environmental Design CSO Civil Society Organizations D&I Diversity and Inclusion FGD Focused Group Discussion GAP Gender Action Plan GBV Gender Based Violence GCC Greater Chennai Corporation ToC GESI Gender Equality And Social Inclusion GIZ Deutsche Gesellschaft für Internationale Zusammenarbeit ICC Internal Complaints Committee IPC Indian Penal Code IPT Informal/Intermediate Public Transport/Informal Para Transit KMRL Kochi Metro Rail Limited NGO Non-Governmental Organization NMT Non-Motorized Transport POSH Prevention of Sexual Harassment Act PTA Public Transport Authorities PWD People with Disabilities SOP Standard Operating Procedure SUTP Sustainable Urban Transport Projects TfL Transport for London ULB Urban Local Body UMTA Unified Metropolitan Transport Authority UN United Nations UNICEF United Nations Children's Fund VAWG Violence Against Women and Children 5 Gender Toolkit - Volume I ACKNOWLEDGEMENTS This ‘Urban Mobility Gender Toolkit’ was Reddy IAS (EX-Deputy Commissioner, Works, created as a guidance note for government Greater Chennai Corporation), Mr. M. S. agencies, groups, and institutions that develop Prasanth IAS (Deputy Commissioner, Works, programs for safer and more inclusive transport Greater Chennai Corporation), Ms. D. Sneha for women in cities. Its preparation was (Deputy Commissioner, Education, Greater supported with funds from the MOLO Trust Chennai Corporation), Ms. Disha Mittal IPS Fund and from the World Bank. (Deputy Commissioner of Police, Mylapore), Mr. Rajesh Chaturvedi (Director, Systems The document was prepared by a team led by and Operations, Chennai Metro Rail Limited), Gerald Ollivier including Mitali Nikore as lead Mr. B.V. Babu (SE, Special Projects, Greater writer and Sarah Natasha as overall coordinator, Chennai Corporation), D. Rathna IAS (Director, building on major contributions from the Social Welfare and Women’s Empowerment), following authors: Vandana Vasudevan, Sonal Mr. Raj Cherubal (CEO, Chennai Smart City Shah (The Urban Catalysts, New Delhi), Akshat Limited), Ms. Jayalakshmi (Ex-DC, Crime against Singhal, Ayushi Banerji and Aleena Varghese. women), Mr. Manakumar (Additional Transport The Gender Lab, Mumbai), Advocate Anju Commissioner), and Mr. J. Manickam (Assistant Kapur, Philarisa Sarma Nongpiur and Divya Manager, Projects, Metropolitan Transport Reddy. The document benefitted from inputs Corporation), Ms. Meera Sundararajan (Team from Jaishree Jindel, Girija Borker, and Maria Leader, Chennai Gender Lab), Ms. Steffi ToC Beatriz Orlando in its iterations. Cherian and Ms. Vaishnavi Chidambaranathan (Members, Chennai Gender Lab). The grant which financed this activity was received from the World Bank through its The team would like to thank the following Mobility and Logistics Trust Fund as part experts for their valuable time spent conversing of the Chennai City Partnership on Urban during the initial stages of framing this Mobility and Spatial Development. The team toolkit - Rani Yadav and Aparajita Mukherjee thanks representatives from Greater Chennai (Breakthrough), Dr Swarna Rajagopalan Corporation for facilitating the implementation (Prajnya), Jasmeen Patheja (Blank Noise), Dr. of this research. Prasanna Gettu (International Foundation for Crime Prevention and Victim Care), Suneeta Deep gratitude to the various officials and Dhar (Jagori) and Amrita Pitre (Oxfam). their team members in Chennai, Tamil Nadu who took out time to discuss their visions Sincere thanks are given to the World Bank’s and thoughts despite the trying times of convened peer review panel, which was chaired the COVID-19 pandemic – Mr. Gagandeep by Shomik Mehndiratta (Practice Manager, Singh Bedi, Commissioner, Greater Chennai ISAT1) and Meskerem Brhane (Practice Corporation, Mr. Mahesh Kumar Aggarwal IPS Manager SSAU1). The panel consisted of Nato (Ex-Commissioner, Greater Chennai Police), Kurshitashvili, Karla Dominguez Gonzalez, Ms. Jayashree Raghunandan IAS (Ex-ACS, Kanchan Rajeevsingh Parmar from the World Planning and Development), Mr. Dharmendra Bank and Rosa Abraham, Economist, Azim Pratap Yadav IAS (Ex-Transport Secretary), Mr. Premji University. Samayamoorthi IAS (Ex-Transport Secretary) Mr. G. Prakash IAS (Ex-Commissioner, Greater This toolkit was designed by Colorcom Chennai Corporation), Mr. Meghanatha Advertising. 6 FOREWORD The World Bank Group takes as its starting Urban Planning in 2020. Through its extensive point that no country, community, or work in developing countries of South America, economy can achieve its potential or meet the Africa and Asia, as well as in Indian cities such challenges of the 21st century without the full as Mumbai, Delhi, and Chennai, the Bank and equal participation of women, men, and highlighted gendered differences in mobility persons of minority genders. Gender equality patterns and the need for gender-responsive is one of the five global thematic areas that urban transport design. are a priority for the Bank. The Bank’s Gender Equality Strategy (FY16-FY23) prioritizes Drawing on this extensive global and local removing constraints to more and better jobs experience, the South Asia Transport team for women, with a clear focus on safe transport. has designed this Toolkit on “Enabling Gender Responsive Urban Mobility and Public Systematically addressing gender-based Spaces in India” to bridge the gap between inclusion gaps is one of the three focus areas of policymaking and program implementation. the India Country Partnership Framework FY18- FY22. In line with this, gender tagging for all Spanning across two volumes, and containing new operations, supported by a dedicated focal several practical tools such as templates, point, is being undertaken by the India country terms of reference, and guidance notes, the team. Tagging involves analysis of gender toolkit goes well beyond providing high level guidance. Not only will it inform a wide set ToC gaps as they relate to the proposed operation, design and execution of actions to addressing of policymakers, but it will also equip teams these gaps, and monitoring benefits for within state and city authorities, development women. sector practitioners as well as private or community-based organisations to deliver World Bank teams across countries are gender responsive urban mobility systems in working on gender mainstreaming in the years to come. urban mobility, recognizing that cities have historically been designed to fit the needs of Sincere compliments to the project team able-bodied men than of women, girls, sexual for their thorough research and unrelenting and gender minorities, and persons with dedication, which has led to this publication. disabilities. Infrastructure and service barriers I wish the team success, as they continue in accessing public transport, lack of safety working across cities to support authorities in and social norms severely limit women’s work, designing and executing gender responsive education and life choices. In this context, as urban mobility systems. By enabling gender urban mobility systems expand, implementing responsive urban mobility and public spaces, agencies are feeling the need to address we aim to contribute to an inclusive transport concerns of different genders and ensure and mobility system that leaves no one behind. safe and inclusive public spaces and public transport for women. The Bank has published several pieces of works Auguste Kouame around gender-responsive urban design, most Country Director - India notably the Handbook for Gender-Inclusive The World Bank Group 7 Gender Toolkit - Volume I FOREWORD Dear Readers, Indian urban local bodies and public transport local bodies and public transport authorities, authorities are increasingly beginning to operate. The Toolkit has contextualized its recognize the gender-disaggregated needs recommendations and implementation of diverse commuters and users of public guidance for the Indian scenario, highlighting spaces. This understanding will encourage the specific learnings from the World Bank women, girls, and other gender minorities to team’s different studies undertaken in Chennai. take advantage of the better employment, education, healthcare and leisure that cities We are happy that the newly established provide. We therefore need to address the Gender and Policy Lab within the Greater knowledge requirements and guide forward- Chennai Corporation has been featured as a looking policies and engage more effectively case study in both the ‘What to do’ and How- in delivering quality infrastructure as well as to’ volumes, highlighting its use of the four- need-based services that make cities more pillar framework mentioned in this Toolkit for inclusive. action planning. This two-volume Toolkit supported by the This Toolkit is relevant to the current discourse World Bank in the context of the Chennai City in urban planning, infrastructure development, Partnership is a useful document for both and urban mobility and will undoubtedly ToC policymakers and implementation agencies. be useful for government agencies, city The first volume ‘What to do’ focuses on the authorities, and institutions in India. rationale and benefits of looking at access to My compliments to the project team and urban infrastructure and mobility through a their extensive work in compiling this gender lens while the second volume, ‘How- document. I welcome its publication and hope to,’ focuses on aspects of designing a gender it adds to the ever increasing knowledge on sensitive public space and mobility program in gender mainstreaming in urban planning, the urban context. infrastructure development and transportation, This Toolkit brings together lessons learnt on all of which I am sure will contribute towards the ‘what’ and ‘how’ of gender mainstreaming making cities like Chennai safer and more in access to urban infrastructure and accessible, enabling greater ease of mobility transportation through a series of 50 case for women, girls, sexual and gender minority studies from across India and the rest of the persons, as well as persons with disabilities. world, throwing light on interventions that With best wishes, have worked. I believe that the Toolkit will be useful and relevant in the context in which Gagandeep Singh Bedi its target audience, that is, Indian urban Commissioner - Greater Chennai Corporation 8 DEFINITIONS DUTY BEARERS discriminatory legislations, traditions and Duty bearers constitute the moral, legal, attitudes; and women's lack of access to and ethical organizations and institutions decision-making. with power and responsibility to ensure the GENDER EQUALITY protection of human rights. Gender equality implies the consideration GENDER vs. SEX of the interests, needs, and priorities of all Gender refers to the socially constructed genders, recognizing the diversity of different characteristics of people such as roles, groups. Gender equality in transport implies behaviors, activities, and attributes a given that the interests, needs, and priorities of all society at a given time considers appropriate genders have been integrated into transport for men and women. These characteristics are institutions, planning, design, and operations context and time specific and changeable. as well as in the management of the transport sector workforce. Sex refers to a set of biological attributes that are associated with the physical and GENDER INCLUSIVENESS physiological features of people. It is the notion that all services, opportunities, and establishments are designed to meet the GENDER AWARENESS needs of all genders. Gender awareness means to be in tune with ToC the differences, expectations, and needs of GENDER MAINSTREAMING people of different genders. Gender mainstreaming is a strategy to achieve equality between women and men by GENDER BASED STREET HARASSMENT considering their different concerns and needs Gender-based street harassment is unwanted in problem analysis, laws and policies, planning, comments, gestures, and actions forced budgets, implementation, and monitoring. on strangers in a public place without their consent and is directed at them because of GENDER MINORITY their actual or perceived sex, gender, or sexual Gender minority is used in this toolkit to denote orientation. It could be verbal, non-verbal, or a section of people whose sense of personal physical in nature. identity and gender does not correspond with their birth sex. GENDER BASED VIOLENCE Gender based violence (GBV) is violence GENDER PARITY directed against a person because of that Gender parity concerns relative equality in person's gender or violence that affects persons terms of numbers and proportions of women of a particular gender disproportionately. GBV and men and is often calculated as the ratio of is perpetuated as a consequence of power female-to-male values for a given indicator. imbalances derived from gender inequalities GENDER ROLES/ GENDER NORMS and stereotypes. It points to a larger systemic issue in place and constitutes patterns of Gender roles refer to social and behavioral behavior rather than a one-off act. norms within a specific culture, widely considered to be socially appropriate for GENDER BLINDNESS individuals of a specific sex. Gender blindness is an ideology where a person chooses not to see differences GENDER RESPONSIVE between genders which leads to gender- Gender responsiveness refers to outcomes blind development policies and research; that reflect an understanding of gender roles 9 Gender Toolkit - Volume I Photo source: World Bank photo collection ToC and inequalities and trying to encourage equal of social and political influence for women in participation and equal and fair distribution communities, and address power inequities of benefits. This toolkit touches on a series of between persons of different genders. interventions that fall within the threshold of HUMAN RIGHTS gender inclusive to gender responsive; the final goal is to become gender transformative. Human rights are the basic protections and freedoms that everyone in the world is entitled GENDER STEREOTYPE to from birth till death regardless of their Gender stereotype is a simplistic generalization age, race, sex, nationality, ethnicity, religious about the gender attributes, differences, affiliation, or anything else. and roles of women and men. Gender HUMAN RIGHTS-BASED APPROACH stereotyping is the practice of ascribing to an The human rights-based approach (HRBA) individual woman or man specific attributes, is a conceptual framework for the process characteristics, or roles by reason only of her of human development that is normatively or his membership in the social group of based on international human rights standards women or men. For example, the idea of men and operationally directed at promoting and as breadwinners and females as caretakers protecting human rights. Human rights-based represents a common stereotype seen around approaches are about turning human rights the world. from purely legal instruments into effective GENDER TRANSFORMATIVE APPROACHES policies, practices, and practical realities. Gender transformative approaches (GTA) Common principles have been identified are programs and interventions that create as the ‘PANEL’ principles: Participation, opportunities for individuals to actively Accountability, Non-discrimination and challenge gender norms, promote positions Equality, Empowerment, and Legality. 10 MISOGYNY PUBLIC SPACES (in the context of this Hatred of, contempt for, or prejudice against publication) women or girls. Public spaces include open public spaces like footpaths, bus stops, metros, and sub urban rail MOBILITY (in the context of this publication) stops, parks, and beaches. They exclude public Mobility in the context of this publication spaces like malls and government buildings. focuses on public transportation and non- motorized transport (NMT) infrastructure. RIGHT HOLDERS Rights holders are individuals or social groups MONITORING AND EVALUATION that have entitlements in relation to specific A continuing function that aims primarily duty bearers. In general terms, all human to provide the management and main beings are rights holders under the Universal stakeholders of an ongoing intervention with Declaration of Human Rights. early indications of progress, or lack thereof, in the achievement of results. Evaluation is SEXISM a selective exercise that attempts to assess Showing prejudice, stereotyping, or progress systematically and objectively towards discrimination, typically against women based the achievement of an outcome. on sex. PATRIARCHY TRIP CHAINING Patriarchy is a social system in which men A trip chain describes how travelers link trips hold primary power and predominate in roles between locations within an activity space of political leadership, moral authority, social and is defined as a sequence of trips linked privilege, and control of property and women together between two anchor destinations, ToC are largely excluded from these. such as home and work. 11 Gender Toolkit - Volume I ToC 12 VOLUME I ToC THE ‘WHAT-TO-DO?’ NOTE FOR POLICYMAKERS 13 Gender Toolkit - Volume I I. INTRODUCTION 1. Cities are engines of growth, job- India has amongst the lowest female creation, and innovations. Cities are labor force participation rates (FLFPR) economic powerhouses and innovation globally, at 22.8% in 2019-20, with the urban hubs with large markets that can attract FLFPR (18.5%) being lower than rural investments, knowledge, skilled personnel FLRPR (24.7%) (MoSPI 2020).5 Moreover, and lead to innovations thereby generating gender gaps persist in tertiary education, economic opportunities. As workers and skill training, and entrepreneurship. The firms interact closely, cities generate an Census (2011) data for cities (tier I, II, and increase in labor productivity through III) shows that women form only 22% of agglomeration economies. Evidence all people travelling for work across India. shows a clear, positive correlation between Barriers in accessing public transport, lack urbanization and real gross domestic of safety during travel, and social norms product (GDP) per capita for the world restricting mobility, severely limit women’s as a whole and in developing Asia (ADB work, education, and life choices (ADB 2019)1 and in India in particular (World Bank 2013 et al. 2021; SUTP 2017).6,7,8 Thus, in line 2007).2 It is projected that Indian cities with the aspiration for a new, self-reliant could contribute up to 70% of India’s GDP India, Atmanirbhar Bharat, and a shift by 2030 (MoHUA 2021).3 from women’s development to women- led development, it is crucial to ensure ToC 2. Globally, lack of consideration for that urban mobility systems and public diverse population needs in urban transport are designed to be inclusive and planning and design has constrained gender-responsive, so that women, girls, women’s access to socioeconomic and sexual and gender minorities of all opportunities. Historically, cities across ages and abilities can aspire to become the world have been designed to fit the equal beneficiaries of the rapid economic needs of able-bodied men rather than growth occurring in Indian cities. that of women, girls, sexual and gender minorities, and people with disabilities 4. This toolkit is intended to bridge the (PWDs). Women are under-represented knowledge gaps between policy making in urban planning and design institutions, and program implementation for often excluded from decision-making, and gender-responsive urban mobility and often denied a seat at the table to voice public space in India. While central and their concerns. As a result, cities’ public state governments are committed to the infrastructure, urban mobility systems, goals of gender equality and women’s and public transport are designed to empowerment, they often need more disproportionately benefit only one type of practical tools and knowledge of how to user, a ‘neutral’ male user. Consequently, translate their intentions into actions and women and other gender minorities find to formulate programs to meet such policy their access to employment, education, objectives. This toolkit is intended to be a healthcare, leisure, and public spaces practice guide towards introducing gender constrained (World Bank 2020).4 equality and women’s empowerment principles in designing urban mobility 3. Indian cities need gender-responsive systems and public spaces so that they urban mobility and public spaces so that mitigate rather than reinforce gender benefits of city-led economic growth inequalities. can be more equitably distributed. 14 5. Inclusion and safety in public transport agencies, and practitioners in India. and public spaces in cities are the two This toolkit has been prepared for three central themes discussed in this toolkit. audiences: (i) Government officials and Gender is a key socio-demographic variable policymakers at the national, state, and that influences travel behavior, but it is often city levels (for example, urban local the least understood. A recent study shows bodies) seeking policy/program design that women use public transport modes, ideas for devising gender-inclusive such as a bus or train, over driving a car in urban mobility projects; (ii) Public and six out of eight selected cities (ITF 2018).9 private sector implementing agencies Yet, if women perceive a lack of safety on in the urban mobility sector seeking to public transport, they switch to taxis or mainstream gender-responsive principles private vehicles faster than men (ITF 2020).10 in infrastructure and service delivery; and A similar pattern is seen across Indian (iii) Development sector practitioners from cities, where a recent study conducted international organizations, domestic in 11 cities shows that 47% of the women agencies, community based organizations, polled preferred public transportation, non- and the private sector working on urban motorized transport, and autorickshaws, mobility or gender equality and women’s over a private vehicle (OMI 2019).11 12 This empowerment. toolkit focuses on inclusion, especially in terms of understanding mobility patterns, 8. The toolkit is divided into two volumes, infrastructure design, representation with the first volume focused on high in decision-making, and safety, that is, level guidance for policymakers, while reducing the threat perceptions and the second provides a ‘How-to’ guide effective grievance-redressal as its two including practical tools for implementing ToC central themes. agencies. This toolkit was designed by identifying gaps in existing gender program 6. The toolkit presents a four-pillar resources, benefitting from lessons learned framework for designing gender- from gender programs conducted in World responsive urban mobility programs Bank client cities and conducting a rapid and public spaces: (i) Assess the ground assessment in one Indian city (Chennai). It situation, including understanding the is developed to be adaptable and flexible so differential demand for public transport that suggested recommendations can be infrastructure and services and overall implemented across Indian cities. The first safety in public spaces and public volume focuses on summarizing the key transport; (ii) Strengthen planning and recommendations under each of the four especially focusing on gender-inclusive pillars. The second volume provides practical representation in key decision-making approaches, activities, and guidelines institutions and on grievance redressal; on how to plan, design, and implement (iii) Build capacity and raise awareness, a participatory, inclusive urban mobility focussing on the individual, institutional program that explores the experiences and community level; and (iv) Improve and uses of public transport and public infrastructure and services, with a special spaces from the perspective of all citizens: emphasis on women’s safety. While women, men, and sexual and gender and activities related to each pillar could other minorities. While the toolkit strives be implemented independently, the to highlight the challenges and mobility desired impact requires simultaneous constraints across all genders, owing to data implementation across the four pillars. constraints differences between women and men dominate the analysis. Further 7. This toolkit is aimed at a wide range studies on gender are required in the Indian of stakeholders, including government context to bridge this knowledge gap. officials, private sector implementing 15 Gender Toolkit - Volume I TOOLKIT CONFIGURATION VOLUME I VOLUME II ‘WHAT-TO-DO’ ‘HOW-TO-GUIDE’ NOTE FOR POLICY FOR MAKERS IMPLEMENTING AGENCIES Figure 1: Toolkit configuration Source: World Bank 2022. THE KEY ASPECTS OF THE FOUR PILLAR FRAMEWORK ARE GIVEN IN FIGURE 2. ToC ASSESS THE GROUND STRENGTHEN BUILD CAPACITY IMPROVE SITUATION PLANNING AND AND RAISE INFRASTRUCTURE & POLICIES AWARENESS SERVICES • Understand gender differences in • Integrate a gender- • Mandate training • Enhance women’s mobility patterns lens in new and and capacity safety on public • Understand safety existing policies and building of duty transport and concerns and threat plans bearers spaces perception of public • Introduce gender • Forge partnerships • Apply a gender lens transport and public inclusivity in for raising on infrastructure spaces decision making awareness design and public • Identify gaps in and key institutions and enabling transport services current policies, community action regulations, and legal through campaigns frameworks • Identify gaps in institutional capacity and assess prevailing mindsets to deliver gender-responsive programs Figure 2: The four pillar framework 16 ENDNOTES 1 ADB (Asian Development Bank). 2019. Asian Development Outlook 2019 - Update: Fostering Growth and Inclusion in Asia's Cities. Manila, Philippines: ADB. https://www.adb.org/sites/ default/files/publication/524596/ado2019-update.pdf 2 World Bank. 2007. Urbanization, Inequality and Economic Growth: Evidence from Indian States. Washington, DC: World Bank. https://openknowledge.worldbank.org/bitstream/ handle/10986/9248/WDR2009_0004.pdf?sequence=1&isAllowed=y 3 India, MoHUA (Ministry of Housing and Urban Affairs). 2021. ”Eight-fold increase on urban development expenditure over the last six years (2015-2021).” Press Release YB/SS/1754499, September 13, 2021. https://pib.gov.in/PressReleasePage.aspx?PRID=1754499 4 World Bank. 2020. Designing Gender-Inclusive Cities that Work for All. Washington, DC: World Bank. https://www.worldbank.org/en/news/press-release/2020/02/12/designing-gender- inclusive-cities-that-work-for-all 5 India, MOSPI (Ministry of Statistics and Programme Implementation). 2020. Periodic Labour Force Survey 2019-20. Annual Report, New Delhi. https://www.mospi.gov.in/ documents/213904/301563/Annual_Report_PLFS_2019_20m1627036454797.pdf/18afb74a-3980- ab83-0431-1e84321f75af 6 ADB (Asian Development Bank). 2013. Gender Tool Kit: Transport - Maximizing the Benefits ToC of Improved Mobility for All. Manila, Philippines: ADB. https://www.adb.org/sites/default/files/ institutional-document/33901/files/gender-tool-kit-transport.pdf 7 Nikore, Mitali, et al. 2021. “India's Missing Working Women: How Covid-19 Pushed Women Out of Formal Labour Markets”, International Journal of Social Science and Economic Research 6(4):1335-1335. doi:10.46609/ijsser.2021.v06i04.015 8 SUTP (Sustainable Urban Transport Project). 2017. iNUA#3: Gender and Urban Transport. Germany: SUTP. https://sutp.org/publications/inua-3-gender-and-urban-transport/ 9 ITF (International Transport Forum). 2018. Understanding Urban travel Behaviour by Gender for Efficient and Equitable Transport Policies. Paris, France: ITF. https://www.itf-oecd.org/sites/ default/files/docs/urban-travel-behaviour-gender.pdf 10 ITF (International Transport Forum). 2020. “Gender is One of the Most Robust Determinants of Transport Choice.” Transport Policy Matters (blog), February 6, 2020. https:// transportpolicymatters.org/2020/02/06/gender-is-one-of-the-most-robust-determinants-of- transport-choice/ 11 OMI (Ola Mobility Institute). 2019. What Do Women and Girls Want from Urban Mobility Systems? OMI. https://olawebcdn.com/ola-institute/ola_women_and_mobility.pdf 12 The Ola study shows that a higher proportion of women use public transportation than men which translates into a revealed preference for public transport. However, it can be noted that although globally women make a higher proportion of trips using public transport and/ or walking than men do, in some countries/contexts, women primarily take public transport not as a matter of preference but of necessity (care responsibilities, less access to cars, and less disposable income shape their choices and have the unintended result of their having a lower carbon footprint than men). 17 Gender Toolkit - Volume I II. RATIONALE: WHY SHOULD URBAN PUBLIC SPACES AND MOBILITY SERVICES BE VIEWED THROUGH A GENDER LENS? 1. Women are amongst the biggest users tend to travel shorter distances within a of public transport across Indian cities. limited geographical radius and are more A gendered comparison of census data likely to travel with dependents during (2011) on ‘Travel to place of work for other off-peak hours for unpaid care work, often workers’ revealed that women and girls referred to as mobility of care. Moreover, comprised only 22% of ‘other workers’1 given the need to balance household and and yet 84% of their trips were by public, work responsibilities, women typically intermediate public, and non-motorized combine multiple tasks necessitating modes of transport. Buses and walking are several short trips, that is, trip chaining amongst the most used modes of public (Figure 5), rather than taking a unimodal, transport by women. On average, 45.4% long trip from origin to destination. women walked to work compared to 27.4% Consequently, they end up paying higher men, and 22.0% women took the bus, vs. fares for frequently changing direction, 13.7% men. On the other hand, 28.6% men modes of transport, and breaking their took private motorized transport, such journeys. They also have off-peak needs as their own vehicles, vs. 15.8% women. that are often underserved. Thus, there is a ToC While this data provides a snapshot from need for a city-level, gender-disaggregated a decade ago, more recent data is broadly analysis to understand the differential aligned with these findings (for example, mobility patterns and provide services to Chennai CMP 2020). cater to the needs of all. 2. The preponderance of public transport 4. Urban mobility systems are often not usage is even higher amongst women designed to account for gender-based from lower income groups, who typically differences in mobility patterns. Despite have lower discretionary incomes. women forming a significant user group, Women are more likely to consider the while data is often collected for both affordability of the mode of transport than sexes, few disaggregated analyses of men, resulting in their opting for slower mobility patterns at the city level in India modes of transport since faster modes are available. When such an analysis is tend to be more expensive. Women are available, it is seldom used to design more dependent on public transport than tailored urban mobility solutions that suit men, especially when they are from lower- differential needs of women and other income groups (ITDP and Safetipin 2017).2 genders. This process from data collection For instance, in Mumbai, women made to data analysis to action to address 45% more trips by bus than by train, which differences is a fundamental approach to increased to 67% for households with creating a gender responsive system. incomes less than INR (Indian Rupee) 5,000 per month (World Bank 2011).3 5. Lack of safe public transport options deters women from accessing 3. A meta-analysis of literature and surveys promising opportunities and amount to globally and in India shows some clear levying a ‘pink tax’ on them. Women’s patterns of public transport usage for mobility is more likely to be impacted women and men (figure 3) (ADB 2013; ITDP by unsafe experiences and concerns and Safetipin 2017; SUTP 2018).4,5,6 Women for personal safety (Table 1). The threat 18 Trends in ‘travel to place of work by other workers’ across major Indian cities Travel to place of work for other workers on foot 50.0% 45.0% 40.0% 35.0% 30.0% 25.0% 20.0% 15.0% 10.0% 5.0% 0.0% Urban Bengaluru Chennai NCT of Kolkata Ahme- Mumbai Lucknow Hyderabad Bhopal Patna Delhi dabad Male Female Travel to place of work for other workers via bus 40.0% 35.0% 30.0% 25.0% ToC 20.0% 15.0% 10.0% 5.0% 0.0% Urban Bengaluru Chennai NCT of Kolkata Ahme- Mumbai Lucknow Hyderabad Bhopal Patna Delhi dabad Male Female Travel to place of work for other workers via private vehicles 50.0% 45.0% 40.0% 35.0% 30.0% 25.0% 20.0% 15.0% 10.0% 5.0% 0.0% Urban Bengaluru Chennai NCT of Kolkata Ahme- Mumbai Lucknow Hyderabad Bhopal Patna Delhi dabad Male Female Figure 3: Trends in ‘travel to place of work by other workers’ across major Indian cities Source: Census of India 2011. 19 Gender Toolkit - Volume I Differences in mobility patterns for women and men Travel shorter distances and are limited to a more Travel longer distances restricted geographical area Engage in more non-work-related travel Travel mostly for paid such as house-hold and work activities care related work Travel with dependents Travel solo Cover shorter distances Cover longer distances to to go to the work place get to the work place Take more point to point Undertake chained trips transport from home to ToC workplace Travel during o -peak hours Travel during peak hours Women Men tend to tend to Pay additional travel costs for trip-chaining, safety and other reasons known Spend less on transport as ‘Pink Tax’ Use public transportation Have access and use and NMT as the main personal modes of modes of transport transport Undertake more frequent changes in Use fewer modes to get mode to their destination Value exibility, Consider saving time convenience and safety highly and see safety as a very highly lesser issue Figure 4: Differences in mobility patterns for women and men Source: World Bank 2022. 20 Trip chaining patterns Travelling alone or accompanied Time of Travel Figure 5: Trip chaining patterns ToC Source: UN Habitat 2013. and/or experience of sexual harassment redressal mechanisms, and dysfunctional when commuting in Indian cities deters emergency helplines continue to be a women from using public transport and deterrent. In such a scenario, women with commuting long distances (ActionAid the ability to pay, accept higher costs Association 2018).7 Consequently, women for accessing safer means of transport, are often wary of travelling alone especially amounting to the equivalent of a ‘pink tax.’ during the later hours of the day. Even in For instance, women may prefer to take cases when a woman may not face any non-shared taxis or other intermediate direct form of violence, the fear of what transport instead of public transport, which might happen, lack of effective grievance can be perceived as unsafe. Forms of sexual harassment in public transport and public spaces “Sexual harassment is defined as any unwanted, unwelcome and uninvited physical or non-physical action that makes a woman uncomfortable because she is a woman.” Verbal Non-verbal Physical Catcalling, singing offensive Leering, winking, stalking, Touching inappropriately, songs, soliciting etc. indecent exposure, showing rubbing against, groping, offensive gestures, public molesting, assaulting, and masturbation etc. rape. Table 1: Forms of sexual harassment in public transport and public spaces Source: GIZ-SUTP 2018. 21 Gender Toolkit - Volume I 6. Lack of safety deters women from waiting at stops and transfers, boarding stepping out, creating a vicious cycle and alighting, and inside the vehicle. The that lowers their presence in public challenges faced by women are evident spaces. Women’s experience of cities when the four stages are assessed through is radically different from men’s as they a gender lens - (i) access to and from a experience lack of safety, limits to their public transport stop; (ii) waiting at the right to freely loiter in the streets, and thus, transit station and transfers; (iii) boarding to claim a sense of belonging in public and alighting the vehicle; and (iv) travel in spaces (EPW Engage 2019).8 The visible lack the vehicle. of women in Indian cities’ public spaces only accentuates threat perceptions and • In the first and last mile, when further discourages women from stepping commuting between their homes to out of their homes or using parks, gardens, stations or transit stops, women often and other common civic amenities for encounter deserted, poor-lit streets. The leisure (Basu 2017).9 Urban planners have a common approach of placing street key role in recognizing that gender affects lights only at intersections or major one’s experience of a city and in integrating roads, may deter women from walking gender-responsiveness in urban design on dimly lit streets. Footpaths, especially (UN Women 2011).10 in residential areas, can often be broken, discontinuous, obstructed by small 7. Women face barriers in using public shops, and without shade, deterring transport owing to gender-blind design elements during access and egress, ToC Photo source: Shutterstock 22 Statistics – Experiences and safety concerns in public transport and public spaces across the globe 89% 86% In Chennai 87% Brazil Thailand 75% ia Lon ral In France >50% do t 100% Aus GLOBALLY n of women faced sexual harassment in various 100% 79% of women faced sexual Buenos India Faced some form of sexual harrassment in harassment on the Aires forms while travelling public spaces or public transport transit system Sources: ActionAid Association 2018; Infobae 2016; Johnson and Bennett 201511,12,13; In Delhi In Sri Lanka 40% 90% 37% of women were sexually harassed in a public places 95% of women were sexually harassed on public buses said it negatively affected their work of women’s mobility 33% and trains stopped going out in was restricted due to fear of harassment 44% 29% ToC said it negatively public said it negatively affected their studies 17% 82% affected their personal lives found bus to be the quit their jobs rather than most unsafe Sources: Bhattacharya 2018; Boitiaux face harassment 2015; Kearl 2016; UNFPA 201717,18,19,20 In UK Sources:Deccan Herald 2013; Kurain 63% 2017; Stop Street Harassment said they felt unsafe in 201614,15,16 In Bengaluru public spaces 11% 69% said someone intervened when they were harassed of women faced sexual harassment in various forms while 85% of cases on sexual violence travelling excluding marital rape and assault go under reported Figure 6: Statistics regarding sexual harassment - responses from women surveyed. 23 Gender Toolkit - Volume I Barriers across the four stages of a public transport journey FIRST AND LAST MILE WAITING AT STOPS BOARDING AND INSIDE THE CONNECTIVITY AND STATIONS ALIGHTING VEHICLE x Deserted and lonely x Bus-stops located in x High floor of buses x Crowded buses streets footpaths and isolated x Obstruction of x Harassment inside areas x Broken, obstructed bus-stops by the vehicle and unshaded x Inaccessible and on-street 2-wheeler x Absence of signage footpaths obstructed bus-stops parking on help-lines and with inadequate x High compound walls x Crowded boarding seat reservations for lighting which increases women x Absence of consistent x Limited visibility at and probability of sexual lighting around bus-stops due harassment x Absence of safe to opaque back panels x Large vertical gaps cycling infrastructure x Absence of human between the x Ad-hoc fare charges activity at and around platform and by auto drivers bus-stops and stations coaches of sub-urban and x Limited access to x Absence of real-time metro rail real-time information information, route ToC of vehicles to pre-plan maps and help-line a journey number x Absence of clean toilets for women and transgenders near bus-stops and stations x Inadequate signage Figure 7: Barriers during a public transport journey Source: World Bank 2022. 24 women from walking longer distances. braking and poor road conditions. This The lack of dedicated cycling lanes and risk is exacerbated for transgender cycle parking at public transport stations and minority gender persons, as they deters women from using cycles for may not have access to women-only first and last mile transport. Moreover, compartments. Misbehavior by bus women find it harder to bargain with conductors and drivers is also a frequent autorickshaws and other informal concern for women and girls (ITDP transport service providers even when and Safetipin 2017).21 Seats reserved for fares are regulated. women are often occupied by men in crowded buses and metros. Hesitancy • Transit stops and stations (especially and fear of retaliation may cause women for buses) are often deserted, especially to stay silent and travel standing. Women during off-peak hours (when most are more likely to be accompanied women travel) and during late evening/ by minors/dependents and carrying night hours, which further heightens packages, however, most public transport anxieties about safety among women. vehicles do not have storage provisions. Women may feel exposed to street Handlebars are also often difficult to harassment at stations, such as stalking, access for women and children, as they staring, and catcalling. Moreover, there are often placed to match the height of is lack of infrastructure, such as separate an average male user. toilets and rooms for breastfeeding and childcare. This is also the case at metro 8. Barriers to women’s mobility actively stations, which are perceived to be safer restrict their choices around education and have better infrastructure than bus and employment. India’s female labor ToC stations. force participation rate (FLFPR) declined steadily over the last five decades, from • Boarding and alighting are challenging 47.1% in 1987-88 to 30% in 2019-20 (Nikore for women, especially at heavily crowded et al. 2021),22 making it one of the lowest bus/train/metro stations, where they may globally. Several studies (Nikore et al. miss their transport owing to jostling. 2021; Pande et al. 2017; Sudarshan and Mixed boarding in public transport forces Bhattacharya, 2008) find that mobility women to be in close proximity with concerns about commuting safely to many men which increases the chance workplaces, commuting during late of sexual harassment. Overcrowded evening hours, or commuting further public transport provides harassment than a particular radius are amongst the perpetrators with an opportunity to push most cited impediments to women's work and rub themselves against women. participation. Moreover, Borker (2020) Moreover, the high height of steps when demonstrates that women students boarding buses, obstructions of the bus from Delhi University actively sacrificed stop by traffic, such as rickshaws and better ranked colleges to attend lower- two-wheelers, and large gaps between ranking colleges that lie on routes that are the platform and coach-floor of metro/ considered safe and closer to their homes. rails create a literal barrier for women’s These mobility restrictions and barriers entry into public transport vehicles, in can therefore impact women’s long-term particular in traditional clothing. aspirations for their work and education, and by implication their financial • Women are at risk of sexual harassment independence and agency. when commuting inside mixed-gender compartments in the vehicle, especially 9. Deep rooted gender-based social norms inappropriate touching or groping actively restrict women’s movement which can be attributed to sudden outside their homes, necessitating a 25 Gender Toolkit - Volume I Time spent by men and women on different activities in a day Average time (in minutes) spent in a day in di erent activities (all ages) Employment Activities Unpaid domestic and caregiving work Learning 350 307 350 350 350 350 350 284 300 300 300 268 300 300 300 243 250 250 250 250 Minutes Minutes Minutes 250 Minutes Minutes Minutes 250 200 200 200 200 200 200 150 150 150 150 150 102 101 150 82 88 100 61 62 100 100 100 100 100 38 50 50 31 50 50 50 50 0 0 0 0 0 0 Rural Urban Rural Urban Rural Urban Female Male Female Male Female Male Percentage of persons participating in di erent activities in a day (15-59 years) Employment Activities Unpaid domestic services Learning 100 100 94% 350 100 100 89% 350 90 90 73% 90 90 300 80 70% 80 300 80 80 70 70 70 70 250 250 60 60 60 60 200 200 50 50 50 50 40 40 40 40 31% 150 150 30 30 23% 20% 30 30 24% 100 100 20 20 20 20 14% 10 10 50 50 10% 14% 16% 10 0 10 0 0 ToC 0 0 0 Rural Urban Rural Urban Rural Urban Female Male Female Male Female Male Figure 8: Time spent by men and women on different activities in a day Source: NSO MoSPI TUS India 2019. gender-sensitive approach to facilitate were amplified during the spread of women’s mobility. The Government of COVID-19, with several studies suggesting India’s National Family and Health Survey that women and girls are now required to (2015-16) shows that 46% women were not provide strong reasons to leave their homes allowed to go alone to a nearby market, (Nikore et al. 2021).24 Consequently, women 50% to the health facility, and 52% to places may be less familiar with routes, signages, outside the village or community. Overall, and fare options making them hesitant only 41% women in India were allowed to commute. Public transport operators to go alone to all three places (IIPS and and service providers have a critical role in ICF 2017).23 These mobility restrictions enhancing information availability so that are a manifestation of long-held social navigating public transport and public norms which view women’s primary role spaces does not become an additional to be caregivers in their homes. Lack of barrier to women’s mobility. infrastructure (for example, closed circuit television cameras (CCTVs) and rapid 10. Women bear a disproportionate response security teams), and services (for burden of unpaid care work in India example, emergency helplines) to ensure necessitating public transport solutions women’s safety in public spaces, makes for mobility of care. The National Statistics these mobility restrictions even more rigid Office’s Time Use Survey 2019 (Figure 8) and persistent. These mobility restrictions shows that, on average, Indian women 26 spend about 5 hours per day on unpaid where women opt for lower paying, less domestic and caregiving work, vs. 30- promising economic opportunities, put off 40 minutes for men. On any given day, visits to healthcare centers, or drop out of 92% of working age women (15-59 years), education/training. participate in unpaid domestic activities, vs. only 29% men. There are almost no 12. Women surveyed across major Indian differences in the gender distribution of cities, have voiced the need for safer, domestic work across rural and urban cheaper, and more efficient public areas. Indian women thus perform 10 times transport and public spaces. Surveys the amount of unpaid work as men, far run across major Indian cities highlight higher than the global average of 3 times the needs of women commuters, as well (Mercado et al. 2020).25 Childcare, care for as implications of these needs remaining the elderly, and preparation of food are unmet, as shown through case studies 1 the three most important tasks, which and 2. Some of the key takeaways are as account for nearly 80% of the time spent follows: on unpaid care work (MoSPI 2020).26 In such • A survey of 4,000 students conducted a scenario, when trips undertaken for care at the University of Delhi showed that work (for example, purchasing groceries, women are willing to choose lower taking children to school, or taking elderly ranked colleges to avoid taking unsafe relatives to healthcare providers) are routes to study. They are also willing to considered in the same category as ‘leisure,’ pay higher for safer modes of transport it not only devalues the importance of (Borker, 2017).30 care work, but also becomes a tool of further gender inequalities. Therefore, • A World Bank supported survey of ToC there is a need to employ the mobility of 3,024 households comprising 6,048 care framework to urban mobility, “for respondents (50% female) was recognizing, measuring, making visible, undertaken in Mumbai in 2019. The study valuing and properly accounting for all found that between 2004 to 2019, while the travel associated to those caring men have shifted towards commuting and home related tasks needed for the to work by two wheelers, women to reproduction of life,” (UN Habitat 2018).27 using auto-rickshaws or taxies, which tend to be more costly (per trip) than 11. Women’s ‘time poverty’ constrains two wheelers, leading to a ‘pink tax’. time available for commuting. Women Moreover, about 30% of women surveyed often plan their trips more strictly than cited lack of access to safe and affordable men since their trips are often interlinked transport as a barrier to accessing with balancing domestic and work employment, amongst other factors commitments, for example, children’s (Alam et. al., 2021).31 school timings and the times at which • Focus group discussions (FGDs) with family members return home. This about 125 participants undertaken in means that they are unable to allocate Chennai by a World Bank study team in as much time as men on commuting 2021 showed that women prefer shared and if required to wait too long they may auto-rickshaws to public-buses because have to delay or abandon their entire trip of the higher frequency, shorter waiting (Bandagi 2021).28 As a result, inefficiency time, and as a way to avoid crowded of urban mobility systems, manifesting in buses, especially during late evening delays leading to higher transport times, hours. Women also expressed hesitation unpredictability of public transport services, to report instances of sexual harassment and difficulty in transferring between due to limited awareness and fear of modes, disproportionately affect women being stuck in the legal process. (ADB 2013).29 This can lead to situations 27 Gender Toolkit - Volume I Case study 1 Chennai urban mobility gender program: Gender gap assessment (World Bank) City Chennai Year 2021 Survey • A rapid assessment of secondary literature complemented by FGDs was Description conducted to place a gender lens on existing mobility infrastructures and transit services, institutional capacity, grievance redressal systems, mindsets of different stakeholders and expectations of women commuters in Chennai. • The study covered the Chennai Metropolitan Area (CMA), that included the Greater Chennai Corporation (GCC) and parts of Tiruvallur and Kancheepuram districts. • Secondary data from the Comprehensive Mobility Plan of Chennai, 2019 and travel to workplace data from the Census of India (2011) were also compared to understand trip patterns and the shifts in travel modes and work distances. • Focus group discussions (FGDs) with 125 commuters and frontline workers, 20 key informant interviews with senior officials in public transport ToC authorities and, civil society organizations, alongside an online qualitative survey with 26 women were undertaken to understand expectations from urban transport systems. • Findings from this rapid assessment provided initial trends, which need to be studied further (e.g. through larger primary surveys) to understand gender-based differences in mobility patterns in Chennai. Key Findings Safety • Women reported developing strategies to avoid sexual harassment including avoiding buses at night, travelling either in groups, with a male member of the family or with regular auto-rickshaw drivers. • Women and girls were hesitant to report instances of sexual harassment, due to lack of support either by drivers/ conductors or police, limited awareness of helpline numbers, fear of victim blaming and time- consuming legal processes. Gender • Women travel shorter distances than men for all purposes – with the differences in average distance travelled in Chennai Metropolitan area being 7kms for travel patterns women, vs. 9kms for men. • Due to safety concerns, women avoid travelling after dark. More women travel from 3-5 pm to while more men travel during 5-7 pm. 28 Choice of • For women, walking was the predominant mode of transportation as transport mode compared to men, who use 2-wheelers for their trips. • A higher share of women used public (16% vs. 10%) and intermediate public transport (14% vs. 9%) as opposed to men. Intermediate public transport are typically auto-rickshaws. Female 4 Male 4 22 Walk 26 37 Cyle 1 Buses 8 IPT 54 1 Train 9 2 Private 2 wheelers 14 2 Car/Jeep/Van/Taxi 15 • Women expressed a preference for shared auto-rickshaws to public-buses in FGDs because of the higher frequency, shorter waiting time and lower ToC crowding than public buses tend. This preference becomes even stronger during late evening hours to avoid longer waiting times at stations. • Women and girls also perceive metro to be a more reliable and safer mode of transport compared to buses. • Only 5% of women respondents owned vehicles in contrast to 44% of men, indicating that the vehicle is not registered in their name. Other • In the FGDs, women bus drivers and conductors expressed a need to challenges relook at the infrastructure of buses, which are designed for male drivers - brakes and clutches are tight, seats heat up during the summer making it uncomfortable for them to sit for long hours. They also expressed a requirement to have separate toilets or restrooms for female staff at bus depots. They also highlighted concern about their uniforms which are identical to their male counterparts. They claim to feel conscious wearing pants, especially when menstruating. • Overall awareness of gendered mobility, safety, and inequity in transport and public spaces was found to be low in the FGDs and key informant interviews. Application in • Before detailed assessments are done, a rapid assessment of the ground other Indian situation can be done using a small team of experts. cities • Key government stakeholder interviews, focused group discussions with right holders and duty bearers, review of relevant laws, policies, manuals and infrastructure projects, analysis of existing mobility data and safety audits of a couple of neighborhoods can provide sufficient data to start framing the contours of the gender program and planning detailed assessments. Case study 1: Chennai Urban Mobility Program: Gender Gap Assessment 29 Gender Toolkit - Volume I Case Study 2 Safety First: Perceived risk of street harassment and educational choices of women (Borker 2018)32 City Delhi Year 2017 Survey • The survey aimed at highlighting the tradeoffs women face between description safety and educational choices relative to men. • The data used in the analysis was collected through a survey of 4,000 students at the University of Delhi, mapping of potential travel routes to all colleges using Google Maps, and crowdsourced mobile application safety data. Key findings Safety • 89% of the total college-going female students surveyed reported that they faced some form of harassment while using public transport in Delhi. Therefore, the fear of harassment motivated female students to take various precautions for their safety. • 72% of the female students reported avoiding an unsafe area while 67% of them avoided going out after dark to mitigate chances of street harassment. • Women were willing to choose a lower ranked college to travel by a route ToC that was perceived to be safer. Women were willing to attend a college that was 13% points lower in quality for higher safety. This is equivalent to choosing a college that is 8.5 ranks lower. In comparison, men were willing to attend a college that was only 1.4% (or 0.9 ranks) lower in quality for higher safety. Gender • In terms of route choices, relative to men, women chose routes that were differences in safer, more expensive, and had a shorter travel time. travel patterns • Women were willing to travel for 27 minutes more daily on a route that was perceived to be safer. However, men were only willing to increase their travel time by 4 minutes for an additional unit of safety. Ability and • In terms of travel costs, women were willing to travel by a route that cost willingness to INR 20,000 (USD (United States Dollars) 310) more per year if it was safer. pay In comparison, men were willing to spend only an additional INR 1,200 (USD 19). • As a result, women were willing to spend 16 times more than men in terms of travel costs for an additional unit of safety. Choice of • Metro was more popular among women by a significant margin of 20% transport mode compared to other public transport modes. Of the women who travelled by the metro, 80% reported exclusively traveling in the ladies-only compartment. • Buses were perceived as the most unsafe mode of transport by women with about 40% of the harassment incidents involving a bus or the people in it. 30 Case Study 2 Contd. Application in • Studies can be undertaken in cities and regions across the country to other Indian examine if women are willing to compromise on their choice of college cities due to barriers in travelling. • This will also contribute towards making a compelling case for the city authorities to design, plan, and execute a gender program to make the city safer and inclusive. Case study 2: Safety First: Perceived risk of street harassment and educational choices of women 13. Women's active participation and shorter distances during off-peak hours involvement in urban planning can usually for household and care work, ensure gender-responsive decision engage in trip chaining and end up making. Women representatives paying higher travel costs, relative to and leaders can bring the needs and men, to ensure their safety.  Despite requirements of women users to the being major users of public transport, forefront of the urban planning debate. women’s concerns around safety, The sectoral distribution of women’s affordability, accessibility, connectivity participation in the transportation, storage, and overcrowding are often neglected and communication sector stands at 3.6% by policymakers and technical staff who (PLFS, 2019-20). It is therefore essential design urban mobility systems, in favor ToC to take measures to increase women’s of as system that benefits a “neutral” participation in the urban planning and male user.  Whether women constitute transport planning sectors. the majority or minority of users in a particular city, applying a gender lens and 14. Concluding remarks. Urban planning undertaking gender disaggregated analysis and design often fail to accommodate for policy design and implementation differential needs of men and women, are essential to ensure that policies constraining women’s access to socio- and practices are inclusive and gender economic opportunities. Women travel responsive. 31 Gender Toolkit - Volume I ENDNOTES 1 All workers i.e., those who had been engaged in some economic activity during the year preceding numeration and who were not cultivators or agricultural labourers or household industry workers were termed as “other workers” (OW). The type of workers that came under this category included factory workers, plantation workers, those in trade, commerce, business, transport, mining, construction, political or social work, all government servants, municipal employees, teachers, priests, entertainment artists, etc. In fact, all persons who work in any field of economic activity, other than cultivation, agriculture labour or household industry, were covered in this category. Source: http://labourbureau.gov.in/WL%202K5-6%20Chap%201.htm#:~:text=All%20workers%20 i.e.%2C%20those%20who,other%20workers%E2%80%9D%20(OW). 2 ITDP (Institute for Transportation & Development Policy) and Safetipin. 2017. Women and Transport in Indian Cities. New Delhi: ITDP. https://www.itdp.in/wp-content/ uploads/2017/12/171215_Women-and-Transport-in-Indian-Cities_Final.pdf 3 World Bank. 2011. A Gender Assessment of Mumbai’s Public Transport. Washington, DC: World Bank. https://openknowledge.worldbank.org/bitstream/ handle/10986/12347/681950ESW0WHIT0nalReport00June02011.pdf?sequence=1&isAllowed=y 4 ADB (Asian Development Bank). 2013. Gender Tool Kit: Transport - Maximizing the Benefits of Improved Mobility for All. Manila, Philippines: ADB. https://www.adb.org/sites/default/files/ institutional-document/33901/files/gender-tool-kit-transport.pdf ToC 5 ITDP (Institute for Transportation & Development Policy) and Safetipin. 2017. Women and Transport in Indian Cities. New Delhi, India: ITDP. https://www.itdp.in/wp-content/ uploads/2017/12/171215_Women-and-Transport-in-Indian-Cities_Final.pdf 6 SUTP (Sustainable Urban Transport Project). 2018. Module 7a - Approaches for Gender Responsive Urban Mobility - Sustainable Transport: A Sourcebook for Policy-makers in Developing Cities. Germany: SUTP. https://sutp.org/publications/approaches-for-gender- responsive-urban-mobility-gender-and-urban-transport-smart-and-affordable/ 7 ActionAid Association. 2018. "Four in Five Women Experience Harassment and Violence in Their Cities. ActionAid Association. https://www.actionaidindia.org/press-release/four-in-five- women-experience-harassment-and-violence-in-their-cities/ 8 EPW Engage. 2019. "How Do We Help Women Navigate Cities Designed by Men?" Economic And Political Weekly, June 6, 2019. https://www.epw.in/engage/article/how-do-we-help-women- navigate-cities-designed-men 9 Basu, Sanjukta. 2017. "Where Are the Women?" Firstpost, August 17, 2017. https://www.firstpost. com/long-reads/where-are-the-women-an-examination-of-gender-and-public-space-in-five- indian-cities-3955155.html 10 UN Women (United Nations Entity for Gender Equality and the Empowerment of Women). 2011. Handbook on Building Safe and Inclusive Cities for Women: A Practical Guide. UN Women Asia and the Pacific. https://asiapacific.unwomen.org/en/digital-library/publications/2011/7/ handbook-on-building-safe-and-inclusive-cities-for-women 11 ActionAid Association. 2018. Four in Five Women Experience Harassment and Violence in Their Cities. ActionAid Association. https://www.actionaidindia.org/press-release/four-in-five-women- experience-harassment-and-violence-in-their-cities/ 32 12 Infobae. 2016. ”100% of women suffered some situation of harassment on the street.” Infobae, April 8, 2016. https://www.infobae.com/2016/04/08/1802920-el-100-las-mujeres-sufrio-alguna- situacion-acoso-la-calle/ 13 Johnson, Molly, and Ebony Bennett. 2015. Australian Women’s Experiences of Street Harassment. The Australia Institute. https://australiainstitute.org.au/wp-content/uploads/2020/12/Everyday_ sexism_TAIMarch2015_0.pdf 14 Deccan Herald. 2013. "Two out of three women travelling in BMTC buses harassed." Deccan Herald, October 8, 2013. https://www.deccanherald.com/content/361794/two-three-women-travelling- bmtc.html 15 Kurain, Shiba. 2017. "How Safe Do Women Feel on Chennai’s Buses And Trains?" The Hindu, July 5, 2017. https://www.thehindu.com/news/cities/chennai/how-safe-do-women-feel-on-chennais- buses-and-trains/article19187634.ece 16 Stop Street Harassment. 2016. "Statistics - The Prevalence of Street Harassment." Stop Street Harassment. https://stopstreetharassment.org/resources/statistics/statistics-academic-studies/ 17 Bhattacharya, Pramit. 2018. "India Is Not the Most Dangerous Country for Women, Data Shows." Livemint, June 28, 2018. https://www.livemint.com/Politics/7PF8NRqgyxoNs2AecfmxVL/India-is- not-the-most-dangerous-country-for-women-data-show.html 18 Boitiaux, Charlotte. 2015. “Are 100% of women harassed on French public transport?.” France 24, April 16, 2015. https://www.france24.com/en/20150416-france-women-harassment-metro- transport-rights ToC 19 Kearl, H. 2016. "The UK's First National Street Harassment Study." Stop Street Harassment, March 08, 2016. http://stopstreetharassment.org/2016/03/uknationshstudy/ 20 UNFPA (United Nations Population Fund). 2017. Population Matters: Sexual Harassment on Public Buses and Trains in Sri Lanka. Sri Lanka: UNFPA. https://srilanka.unfpa.org/sites/default/ files/pub-pdf/FINAL%20POLICY%20BRIEF%20-%20ENGLISH_0.pdf 21 ITDP (Institute for Transportation & Development Policy) and Safetipin. 2017. Women and Transport in Indian Cities. New Delhi, India: ITDP. https://www.itdp.in/wp-content/ uploads/2017/12/171215_Women-and-Transport-in-Indian-Cities_Final.pdf 22 Nikore, Mitali, et al. 2021. "India's Missing Working Women: How Covid-19 Pushed Women out of Formal Labour Markets."  International Journal of Social Science and Economic Research 6 (4): 1335-1355. doi:10.46609/ijsser.2021.v06i04.015 23 IIPS (International Institute for Population Sciences) and ICF. 2017. National Family Health Survey (NFHS-4), 2015-16. Mumbai, India: IIPS and ICF. http://rchiips.org/nfhs/NFHS-4Reports/ India.pdf 24 Nikore, Mitali, et al. 2021. "India's Missing Working Women: How Covid-19 Pushed Women out of Formal Labour Markets."  International Journal of Social Science and Economic Research 6 (4): 1335-1355. doi:10.46609/ijsser.2021.v06i04.015 25 Mercado, Lan, Mohammad Naciri, and Yamini Mishra. 2020. “Women’s Unpaid and Underpaid Work in the Times of COVID-19.” UN Women: Asia and the Pacific (blog), June 1, 2020. https:// asiapacific.unwomen.org/en/news-and-events/stories/2020/06/womens-unpaid-and- underpaid-work-in-the-times-of-covid-19 33 Gender Toolkit - Volume I 26 India, MoSPI (Ministry of Statistics & Programme Implementation). 2020. "NSS Report: Time Use in India- 2019." Press Release VRRK/VJ/1660028, September 29, 2020. https://www.pib.gov.in/ PressReleasePage.aspx?PRID=1660028 27 UN Habitat (United Nations Human Settlement Programme). 2018. Mobility of Care – Ines Sanchez de Madariaga. MP3. https://unhabitat.org/mobility-of-care-ines-sanchez-de-madariaga 28 Bandagi, Aila. 2021. “We need gender-sensitive public transport system.” India Development Review, February 10, 2021. https://idronline.org/why-india-needs-a-gender-sensitive-public- transport-system/ 29 ADB (Asian Development Bank). 2013. Gender Tool Kit: Transport - Maximizing the Benefits of Improved Mobility for All. Manila, Philippines: ADB. https://www.adb.org/sites/default/files/ institutional-document/33901/files/gender-tool-kit-transport.pdf 30 https://data2x.org/wp-content/uploads/2019/11/ PerceivedRiskStreetHarassmentandEdChoicesofWomen_Borker.pdf 31 https://www.econ.umd.edu/sites/www.econ.umd.edu/files/pubs/Closing-the-Gap-Gender- Transport-and-Employment-in-Mumbai.pdf 32 Borker, Girija. 2018. “Safety First: Perceived Risk of Street Harassment and Educational Choices of Women.” Paper presented at the Indian Statistical Institute, “14th Annual Conference on Economic Growth and Development,” New Delhi, December 19-21, 2018. https://data2x.org/wp- content/uploads/2019/11/PerceivedRiskStreetHarassmentandEdChoicesofWomen_Borker.pdf ToC 34 III. WHAT ARE THE KEY ELEMENTS OF A GENDER- RESPONSIVE URBAN MOBILITY PROGRAM? 1. Theory of change - a tool for designing interventions be organized around four gender-responsive urban mobility pillars. First, it is necessary to undertake an programs and public spaces. The as-is assessment of the ground situation theory of change lays the foundation for and understand gender-disaggregated developing a detailed plan of action for mobility patterns, needs of women program implementation. In this context, commuters, condition of the infrastructure, defining a theory of change can prove to and create benchmarks. Second, policies, be a simple methodological tool that helps supporting legislations, regulations, in identifying key interventions to address guidelines, and plan documents and the adverse effects of gender blind and other manuals, need to be analyzed unsafe urban planning and public transport and suitably modified to incorporate services. While the precise outputs and a gender lens. Third, there is a need to outcomes can be defined at the city-level, undertake gender-sensitization training it is important that the interventions lead and capacity building for institutions to a common impact: women, girls, sexual responsible for implementing modified and gender minorities, and people with policies, plans, programs, and projects. disabilities (PWDs) enjoying inclusive, And finally, there is a need to improve the ToC gender-responsive public spaces and design of infrastructure and introduce transport services that address their gender-responsive services to improve unique needs, free from harassment and the inclusion and safety of public transport the threat of harassment, empowering and public spaces. Actions under each of them to pursue economic and personal these pillars are best taken simultaneously. opportunities of their choosing. In the sub-sections that follow, we discuss interventions that could be supported by 2. To achieve this impact and to address governments under each of the four pillars. key barriers, it is recommended that Photo source: World Bank photo collection 35 Gender Toolkit - Volume I Sample - Theory of change PROBLEM Women are negatively impacted and their access to opportunities are limited by gender-blind and unsafe urban planning and transport services BARRIERS EFFECTS • Social norms • Reduced access to economic • Lack of gender informed policies or educational opportunities and  enforcement thereof • Loss in welfare and productivity • Lack of capacity/awareness • Inability or reluctance to travel • Gender blind and unsafe urban • Higher cost of travel planning and transport services • Psychological impact ToC OUTPUTS INTERVENTIONS • Participatory and data-driven Assess the ground situation approach Strengthen policy • Policies and supporting legislation • Knowledge, skills, driven partnerships Build capacity; raise awareness • Planning for gender informed urban and transport services Improve infrastructure and service OUTCOMES • The barriers are dealt with at the grassroots level • Harassers fear repercussion; women report harassment; actively seek services • Improved capacity, awareness and positive change in beliefs and practices of individuals, communities, institutions IMPACT • Gender inclusive and safer infrastructure and services; enhanced referrals; reporting mechanisms Women and girls enjoy gender informed public spaces and transport services that address their unique needs, are free from harassment and the threat of harassment, empowering them to Figure 9: Sample theory of change pursue educational and economic Source: World Bank 2022. opportunities 36 ToC 37 Gender Toolkit - Volume I ASSESS THE GROUND ToC SITUATION • Understand gender differences in mobility patterns • Understand safety concerns and threat perception of public transport and public spaces • Identify gaps in current policies, regulations, and legal frameworks • Identify gaps in institutional capacity and assess prevailing mindsets to deliver gender- responsive programs 38 3. The design of inclusive public transport and legal frameworks which create services and public spaces begins with barriers to women’s mobility and access to an on-ground baseline gender gap public spaces; and (iv) gaps in institutional assessment of current services. The capacity, including mindsets and gender ground assessment aims to understand the biases. access barriers to women’s use of public transport services and public spaces, as well as the underlying causes giving rise (i) Understand gender differences in ToC to the barriers. The baseline assessment mobility patterns seeks to quantify and benchmark what 4. To provide inclusive, gender-responsive proportion of a city’s women are actually services, public transport authorities using several types of urban mobility need to understand gender-based services. This involves an assessment of differences in mobility patterns. As the following areas: (i) gender differences noted above, people often have different in mobility patterns; (ii) safety concerns requirements. Public transport authorities, and threat perceptions of public transport therefore, should strive to answer the and public spaces, including infrastructure following questions: design; (iii) current policies, regulations, Assessing the on-ground situation Gender Safety concerns Current policies, Gaps in differences in and threat regulations and institutional mobility patterns perception of legal frameworks capacity, including public transport which limit mindsets and and public women’s mobility gender bias spaces, including and access to infrastructure public spaces design Figure 10: Assessing the on-ground situation Source: World Bank 2022. 39 Gender Toolkit - Volume I • What are the gender-based differences rations, first/last mile connectivity in mobility patterns, in terms of timing, issues, different motivations to travel purpose of travel, distance travelled, trip (for example, care work may be a bigger chaining, trip duration, route-choice, priority for women), or other concerns. preferred mode etc? • How can public transport authorities • What are the key drivers behind address gender-based differences these gendered preferences – safety through gender-responsive infras- considerations, crowding at particular tructure, services, and differential pricing choke points, cost/affordability conside- solutions? Gender-based differences in mobility patterns and implications for public transport authorities (PTA) What are the gender-based differences What are the key drivers behind these in mobility patterns? gendered preferences? Timing Cost / affordability considerations Purpose of travel (primary / secondary) Safety considerations ToC Distance travelled (max/average) Trip chaining Crowding at choke points Trip duration First/last mile connectivity issues Route-choice Other concerns Preferred modes (first / second / third) Gender based mobility patterns Design and policy priorities for PTAs Parameter Women tend to Men tend to Infrastructure Services Pricing • Distance • Typically travel • Travel • Prioritize walking • Introduce short, • Reduce the cost travelled shorter distances, and longer infrastructure – wide, circuitous bus routes of short-distance & trip are limited within distances obstruction-free to meet the needs of travel and duration a more restricted footpaths, street- women commuters transfers (average) geographical area lighting and clear • Women are more signages likely to cover shorter • Build dedicated distances to go bicycle lanes to work / place of business 40 Gender based mobility patterns Design and policy priorities for PTAs Parameter Women tend to Men tend to Infrastructure Services Pricing Travel Undertake chained trips Follow more • Plan for multimodal • Rollout mobile • Establish flat patterns point-to-point terminals, with application to pricing across transport dedicated space to integrate IPT with public transport from home to interchange to IPT public transport and modes based on workplace such as autos, taxis, create combined trip distance rather and rickshaws as well options than travel mode as parking space for • Impose no penalty bicycles and private / additional vehicles charges for mode changes or transfers Purpose of Engage in more unpaid Travel mostly • Ensure sufficient • Provide additional • Offer discounted travel work-related travel, such for paid work seating for women, services / stops near travel for children as household or care activities children, and elderly markets, schools, and and elderly people related work, that is, Travel solo at stations and in hospitals away from mobility of care vehicles the city center Travel with dependents • Ensure sufficient storage space in vehicles for small bags • Ensure ease of entry / exit on vehicles Timings Travel during off-peak Travel during • Ensure sufficient • Increase services • Allocate resources ToC hours peak hours shade / cover at during off-peak hours to bus operators Travel during the stations / waiting leveraging on data to ensure more daytime areas to protect from platforms services during off- rain and sun • Partner with peak hours intermediate public transport (IPT) service providers to enable coverage during off- peak hours Preferred Use public transport and Use private • Reserve seating for • Offer phone/ • Offer discounted modes non-motorized transport modes of women and persons WhatsApp based cards / special (NMT) as their preferred1 transport of minority genders safety helplines for fares for women modes of transport • Ensure provision of women and persons and persons of safety infrastructure of minority genders minority genders (for example, CCTVs) in to tackle street vehicles and stations harassment • Ensure sufficient • Introduce ‘request provision of restrooms stop’ services on for women and buses during late persons of minority evening hours genders at stations • Increase presence of emergency response • Consider introducing personnel / marshals gender-neutral in vehicles / stations restrooms in addition to existing gender-segregated restrooms for the safety and comfort of transgender, non- binary individuals Table 2: Gender-based differences in mobility patterns and implications for PTA Source: World Bank 2022. 41 Gender Toolkit - Volume I 5. Regular collection and analysis of spaces, traffic surveys, and time-use diaries. gender-disaggregated mobility/trip data It is important that data be collected is required to understand differentiated on both motorized and non-motorized mobility patterns. City-level authorities, transport modes, especially to get an including public transport service providers accurate picture of walking and cycling. and agencies maintaining public spaces Once collected, the data needs to be can regularly collect gender-disaggregated disaggregated and analyzed to understand data covering women, men, trans-persons how those differences materialize in the and other genders, to understand their local context. Data can also be collected different mobility patterns and create through origin-destination surveys which gender responsive mobility services. provide a detailed picture of trip patterns For instance, a recent user perception and travel choices of a city or region’s survey conducted by C40 Cities Finance residents. Intercept surveys along with Facility and GIZ in Bengaluru to assess user satisfaction surveys can also be the Bengaluru Metropolitan Transport used to collect feedback on respondents’ Corporation’s (BMTC) bus services in 2020 experiences of public transport during (Case Study 3) found that more women travel. Women are not a homogenous travelled for household care work than men, group, and It is thus important to further fewer women travelled during late evening disaggregate the data by age, socio- hours vs. men, and women’s monthly economic status, family composition, level expenditure on commuting was lower of mobility etc. than men, even though the number of trips taken was not much lower (CFF-GIZ 2020).2 8. When collecting gender disaggregated data, it is important to remember that ToC 6. Gender-disaggregated data collection gender differences in mobility patterns is also essential for the monitoring provide the ‘observed’ differences in and evaluation of gender-informed the use of transport systems. These infrastructure changes. To understand observed patterns form women’s revealed if the interventions promoting gender preferences, which are an outcome of mainstreaming in public transport women's decisions to commute and have been effective it is necessary to their choice of transport, and these are monitor and evaluate key performance affected by various extraneous factors. indicators. In such a scenario, gender- It is also important to consider what are disaggregated baseline information is the preferences of transport users first, essential to demonstrate changes over the something which observed outcomes life of a project and provide a reference may not reveal. For instance, the fact point for assessing gender equality that women are likely to cover shorter results (ADB 2013).3 Gender-sensitive distances may be a result of the fact that indicators measure the changes in the women have less time/freedom/finances to behavior and involvement of people over commute. To the extent that some of these time. Gender-sensitive indicators can factors can be tackled through policies, be devised to measure improvements then these should also be considered. in mobility infrastructure and physical Subsidized travel for longer durations and design of public spaces, transport services, more frequent buses covering major routes and representation and participation in can allow women to take longer trips, decision making. lower costs, and take less time. Therefore, relying on observed patterns of mobility 7. Gender-disaggregated data can be alone to direct policy towards specific collected using a variety of methods, modes may not give the full picture. It is including household surveys, surveys of also important to elicit data on preferences public transport users/users of public and alternatives. 42 9. It is also critical to understand the 10. Data collection surveys are best drivers which deter women from complemented by qualitative focus travelling and their mobility restrictions. group discussions to understand the Some women do not travel at all or only drivers behind preferences across travel infrequently via public transportation. genders. Qualitative focus group Individual, social, and cultural factors all discussions with women, girls, and have an impact on their travel decisions. persons of minority genders complement When addressing these issues through data collection to understand the urban planning from a gender perspective, reasons behind stated preferences. Such it is critical to understand the underlying discussions can cover women’s entire causes of this. Surveys can be designed to public transport journey, from the first help understand the factors that contribute mile to the station, then in the vehicle, to these mobility restrictions. Household and then the last mile to understand gaps, surveys and non-user surveys, as well as challenges, and barriers at each stage participation in focus group discussions, (SUTP 2018).4 For instance, the Ola Mobility can provide detailed feedback on the Institute conducted an 11-city survey specific factors limiting mobility of women, (Case Study 4) covering more than 20,000 girls, and persons of minority genders. respondents (with over 40% women) to Household surveys can be designed to understand the mobility preferences of include more categories of infrequent women, including preferred modes of travel to understand low mobility travel commuting and willingness to use public patterns. Questions such as ‘how frequently transport. The survey found that women do you travel in a week?’ could be modified preferred to switch away from public to account for travel frequency over longer transport as soon as they could afford it, ToC time periods, such as months. owing to challenges with respect to first/ last mile connectivity and lack of safety on public transport (OMI 2019).5 Photo source: Shutterstock 43 Gender Toolkit - Volume I Case Study 3 User perception study done as part of ‘Gender Equality and Social Inclusion’ (GESI) in the Bengaluru Metropolitan Transport Corporation (BMTC) fleet (CFF-GIZ 2020)6 City Bengaluru Year 2020 Survey • As part of the GESI action plan adopted by BMTC, a user perception survey description was conducted, aimed at assessing the importance and performance of BMTC services from an inclusion perspective. • The survey was conducted from August to October 2020 through online and offline modes. The sample size of 400 adults included at least 50% women respondents. Key findings Safety • A majority of the women (58%) made their return journey home between 6 - 9 pm. Only 2% of the women made journeys after 9 pm. 80 70 63% only 58% 60 58% 2% ToC 50 made their return women made 40 journey home journeys after 35% between 9 pm 30 6 - 9 pm 24% 20 8% 10 3% 3% 2% 2% 1% 0% 0% 0 12am - 6 am 6 am - 9am 9am-12pm 12pm-6pm 6pm - 9pm 9pm - 12am Female Male 80 70 • 23% women and 21% men prioritized safety and security over other travel parameters. 60 50 40 28% 28% 30 25% 25% 23% 21% 16% 20 14% 10% 10% 10 0 Travel Cost Travel time Safety & Security Comfort Environmental Sustainability Female Male 44 Case Study 3 Contd. • Awareness of BMTC’s initiatives to improve safety for women commuters — a dedicated helpline number and women’s safety committee — was low. Gender • Household and care work were the most frequent travel purposes for 13% differences in women as compared to only 2% men. It was the second most frequent travel patterns purpose of travel for 29% women relative to 23% men. • Men travelled more frequently than women. Women made 6% fewer bus trips per day than men. 20% men made more than two trips per day as compared to only 9% women. Application in • User perception studies can be done as part of a larger household survey other Indian to assess mobility patterns or as a stand-alone perception survey done to cities assess satisfaction and expectations of the commuters. To be meaningful, this would need to be disaggregated by at least sex, age, and income level. Case study 3: GESI in BMTC fleet Case Study 4 What do women and girls want from urban mobility systems? (OLA Mobility Institute) (OMI 2019).7 ToC Cities 11 major cities - Ahmedabad, Bengaluru, Bhubaneshwar, Chennai, Hyderabad, Indore, Jammu, Kochi, Mumbai, Mysuru, and New Delhi. Year 2018 Survey • Survey data collected from 11 cities with 9,935 female respondents. description: • Provides evidence on women and girls’ perceptions and expectations from urban mobility systems. Key findings Safety • Only 9% of women surveyed felt riding public transport is ‘very safe’ with majority( 38%) terming it ‘somewhat safe’. • 57% of women reported that their city did not have footpaths or they were discontinuous and encroached. • 35% women perceived most or all roads in their city as dark and unsafe at night. Ability and • With an increase in incomes, women’s preference for public transport willingness to declined rapidly. Almost 50% women who earned less than INR 15,000 per pay month reported public transport as the most preferred mode of transport. While it was the least preferred mode (2%) for those who earned more than INR 1,00,000 per month. • About 40% women choose public transport due to affordability, and 16% as they had no other choice. On the other hand, 26% opted for it due to convenience and 18% due to time saving. 45 Gender Toolkit - Volume I Case Study 4 Contd. Choice of mode • Women comprised 38% of the bus users, 35% were metro/ train users, and of transport 40-45% of rickshaws, on-demand taxis, and other shared public transport. Higher reliance on rickshaws, on-demand taxis, and other shared public transport may be due to the convenience offered by these services, especially for short travel and trip chaining. Other • 89% women (and men) felt that the public transport information challenges system was not designed such that information was available and easily accessible. • Only 55% women used smart cards for public transport. Application in • User expectation studies can be done as a part of a larger household other Indian survey to assess mobility patterns or as a stand-alone perception survey to cities assess satisfaction and expectations of the commuters. To be meaningful, this would need to be disaggregated at least by sex, age, and income levels. Case study 4: Ola Mobility Institute Understand (ii) safety concerns audits are a participatory tool that allow ToC and threat perceptions of public women to assess the safety and threat transport and public spaces perceptions of a public space / public transport facility, including identifying 11. Regular user surveys are required to infrastructure challenges, design issues, understand under-reporting of sexual and gendered use of space. Safety audits harassment. It is important for city-level can provide valuable information on authorities and public transport service transport design and can be undertaken at providers to understand the extent to different stages of a project: during project which lack of safety is a challenge. Thus, preparation, implementation, and even as the first step is to undertake user surveys a tool for evaluation. Two types of safety across public transport services (buses, audits may be prioritized: metros, suburban trains, etc.) and amongst walkers and cyclists to understand • Safety audits of public spaces: Safety incidences of sexual harassment, audits across public spaces, including awareness, and experiences of using streets, parks, community areas, dump grievance redressal mechanisms and key grounds, and open spaces involving barriers (SUTP 2018).8 In addition, surveys regular users of a space, that is, local of staff members at grievance redressal women and girls and identify the factors facilities and transport service operators that make them feel unsafe (JAGORI can help in gauging their attitudes and and WICI 2010).9 These can be done in mindsets about sexual harassment. person wherein women and girls can walk through these areas and share 12. Undertake regular safety audits of their experiences using telephonic public transport and public spaces. surveys or through mobile applications. Regular safety audits of their facilities can For instance, in 2018, Safetipin was help city authorities and public transport commissioned by the department service providers benchmark the level of of women and child development, harassment and identify blind spots. Safety Government of Delhi to conduct a safety 46 The Metropolitan Action Committee on Public Violence against Women and Children (METRAC), based in Toronto, Canada, developed the Women's Safety mapping of the entire city, using data Audit (WSA) in 1989. It defines WSA as on safety contributed by users on the MySafetipin mobile application. Drone- “a method to evaluate the environment based surveys of public spaces can then from the standpoint of those who feel be conducted to prepare precise maps. vulnerable and to make changes that • Safety audits of public transport facilities: reduce opportunities for assault…” Participatory safety audits can help assess Source: http://www.metrac.org/about/ women’s experiences across the four downloads/about.metrac.brochure.pdf stages – first/last mile connectivity, at the station, while boarding and alighting, and in the vehicle (ITDP and Safetipin 2017).10 Case Study 5 Delhi: A Safety Assessment (Safetipin 2019)11 City Delhi Year 2015 - 2018 Survey details In Delhi, Safetipin mapped the entire city at regular intervals and 25,294 safety audits were conducted in the city to provide assessed information on physical infrastructure like street lighting, pavements, bus stops, metro stations, last mile connectivity, and social amenities, such as parks, toilets, and markets. ToC Data was collected using two mobile applications - MySafetipin and Safetipin Nite. The former was used to generate data from users and volunteers while the latter was used to generate images of the city which were then coded and analyzed for key safety concerns. Key findings The overall feeling of safety in Delhi was rated below average and the city map was prepared based on the safety audit for Delhi government’s action. 47 Gender Toolkit - Volume I Case Study 5 Contd. Lighting In 2016, about 7,500 dark spots were found in Delhi through Safetipin mapping. Safetipin worked with the Delhi government to improve street lighting in the city. In 2019 on re-mapping to measure the impact of improvement programs, dark spots were reduced by 5,000 and another 2,700 dark spots were located. These were in the periphery while the core looked better than before. ToC Public spaces Public toilets are often poorly designed and located on walk-paths, making it uncomfortable for women. Visibility emerged as another major concern for women and girls, influencing their perceptions of safety. Obstructions on walk-paths caused by vehicular parking, inappropriate positioning of street lights, garbage bins, signages, and dumping of construction debris also contributed to lack of access to public spaces for women. Public transport Lack of formal and safe intermediate para-transit facilities creates barriers in first/last mile connectivity and discourages women from using public transport. Application in A safety audit is an important initial step to gather data on the ground other Indian situation related to the built infrastructure. The findings can inform the cities upgrades required in brownfield infrastructure and design greenfield infrastructure, including various elements like lighting, footpaths, public toilets, bus shelters, and visibility. Based on the budget available, cities can either hire professional agencies to do the audits or plan a community led initiative. Case study 5: Safety assessment of Delhi 48 Identify gaps in current policies, (iii) prevailing mindsets across stakeholders regulations, and legal frameworks and implementing agencies. To successfully roll out and operate a gender- 13. Review existing transport sector responsive public transport system, policies, regulations, plan documents, complete with inclusive public spaces, staff legal frameworks, and guidelines to across national transport sector regulators identify gaps for gender-inclusion and policy agencies, state level transport and responsiveness. While physical authorities, city planning agencies, adjustments can address a part of the municipal bodies, urban local bodies, existing challenges, real progress requires and public transport service providers a thorough review of existing policies, need to have appropriate awareness, regulations, plan documents, legal technical skills, and a positive mindset frameworks, and guidelines by transport and attitude for planning, designing, and sector regulators and policy agencies, state implementing infrastructure and service level transport authorities, city planning upgrades applying a gender lens. Technical agencies, municipal bodies, and public capacity, mindsets, and attitudes towards transport service providers. To that end, a women and persons of minority genders benchmarking exercise is recommended to are best benchmarked along the following answer four questions: parameters: • What are the measures currently in • Representation of women and persons of place to establish inclusive and gender- minority genders across levels, especially responsive public transport facilities and in decision making and at the leadership public spaces? levels. ToC • How do the current measures compare with challenges identified by women • Gender sensitivity and comprehension and persons of minority genders in of the need for gender-responsive public surveys and safety audits? spaces and mobility systems. • Do policies provide for mechanisms to Attitudes • and responsiveness in introduce new measures for inclusion addressing cases of sexual harassment and gender-responsive services? on public transport, in public spaces, as well as in workplaces. • Are there any gender-based restrictions in the use of public transport or public • Proficiency in technical skills required for spaces, for example, not being allowed designing and implementing gender- after specific timings? responsive programs. This exercise will help agencies in planning Gender-bias, • gender-linked blind revisions of their policies, regulations, spots, attitudes towards women, girls guidelines, and legal frameworks to make and persons of minority genders, and them more gender-responsive (Pillar 2). mindsets. (iv) Identify gaps in institutional This exercise will help implementing agencies in identifying the gaps in capacity and assess prevailing representation, key technical competencies mindsets to deliver gender-res- as well as prevailing gender biases ponsive programs amongst their staff which can be 14. Benchmark technical capacity, gender addressed through capacity building, representation, and understand training, and by raising awareness (Pillar 3). 49 Gender Toolkit - Volume I STRENGTHEN ToC PLANNING AND POLICIES • Integrate a gender-lens in new and existing policies and plans • Introduce gender inclusivity in decision making and key institutions 50 15. Existing policies, plans, laws, and in urban mobility infrastructure and institutions can be made more inclusive services (across motorized and non- by incorporating a gender lens and motorized transport). The Government ensuring diverse representation at of India’s toolkit for the preparation key institutions. Following the review of CMPs recommends that: (i) priority of existing transport sector policies, should be accorded to improvements in regulations, plan documents, legal mobility across all genders; (ii) gender- frameworks, and guidelines to identify gaps disaggregated data should be collected on ToC for gender-inclusion and responsiveness travel patterns, accessibility issues, safety to undertaken during the assessment of the walk and cycle; and (iii) modelling of future ground situation, a way forward can be trip patterns should incorporate gender- charted to address the identified gaps. disaggregation to ease planning. This primarily involves working on two elements: First, integrating a gender lens Over and above these guidelines, city in new and existing policies and planning, authorities can also consider developing and second, promoting gender inclusivity a gender action plan (GAP), embedded at key institutions, particularly in leadership within the CMP (SUTP 2018).13 Cities and decision making. We discuss each of can identify their own priority areas (for these in turn. example, improving safety for women in public transport, introducing new design of public transport vehicles, and preferential (i) Integrate a gender lens in new fare policies for women), introduce gender- and existing policies and plans responsive infrastructure and service-based solutions with clear outputs and outcomes 16. Mainstream gender-disaggregated to address gaps that have been identified, concerns and incorporate gender and then monitor their implementation. action plans in comprehensive mobility The advantage of embedding GAPs plans developed at the city-level. The (Gender Action Plans) in CMPs is that Government of India encourages cities gender actions are then viewed as integral to develop comprehensive mobility plans to the success of the CMPs and their (CMPs) which lay out “a vision statement implementation is closely monitored by of the direction in which Urban Transport the same team, which is responsible for in the city should grow” (MoUD 2010).12 delivering on the CMPs as done in London The CMPs are meant to identify short, (Case Study 6) and Dhaka (Case Study 7). medium, and long-term investments 51 Gender Toolkit - Volume I Case Study 6 Transport for London (TfL) – Action for Equality Plan (TfL 2020)14 City London Year 2016 - 2020 Project overview • Four-year action plan to promote equality for public transport users, TfL staff, and other relevant stakeholders. • Developed based on a comprehensive analysis of gender-disaggregated data on travel patterns and detailed consultations with diverse groups of stakeholders like women’s groups, disability rights groups, students, and elder persons, among others. Key features of • Laid out concrete goals and measurable actions that TfL intended to take the intervention over the four-year plan period to enhance equality for all stakeholders around 11 areas: – Improving customer experience, catering to needs of all. – Ensuring access to customer information in a relatable manner. – Accessible network, that is, improving the accessibility of London’s transport infrastructure. – Travelling safely and securely, especially for women, young people, and ToC persons from the Black, Asian, and minority ethnic communities. – Formalizing clear fee structure that offers value for money and affordability. – Ensuring that the transport system promotes and improves health. – Improving workforce diversity in TfL. – Supporting current and future employees hone their skills. – Engaging with employees and promoting an inclusive culture. – Promoting diversity in business partners. – Engaging with London’s diverse communities to inform service design. Application in While cities may have overall policies for women’s empowerment, it would Indian cities be useful for the transport authorities, through a unified metropolitan transport authority, if in place, to have a common long-term action plan with measurable indicators to make transport infrastructure and services safer and more inclusive. Case study 6: TfL – Action for Equality plan 52 Case Study 7 Greater Dhaka Sustainable Urban Transport Project – Gender Action Plan (ADB, 2019)15,16 City Dhaka Year 2012- Present Project overview • Project aims to develop a sustainable urban transport system in north Greater Dhaka, including the construction of a 20-kilometer bus rapid transit (BRT) corridor and a depot and terminal facilities in Gazipur city. • Supported by the Asian Development Bank, Japan Fund for Poverty Reduction, and Agence Française de Développement Key features of • The BRT was specifically planned to support women’s employment as the intervention the selected route connects residential areas of female factory workers and a garment factory. • A GAP prepared for the project laid out clear, quantifiable targets as follows: – BRT achieves a ridership of 100,000 passengers per day (at least 30% women) in the 1st year of operations. – The BRT system’s design meets international standards, including safety and comfort features for women, children, and disabled persons. ToC – At least 70% of the garment workers (majority of whom are women) and 50% students (at least 20% women) using BRT receive subsidized monthly travel passes. – Reserve 20% seats for women. – Ensure separate queuing system for male and female passengers at BRT stations and priority boarding for pregnant women, elderly, children, and handicapped persons. – Reserve and allocate at least 15% of the vendor area for women vendors. – Employ women in BRT construction and maintenance work (at least 20%), BRT operations (at least 10%), special project operations (at least 20%), project implementation units (at least 20%). – Gather baseline gender-disaggregated data and gender analytical information as part of any preparatory surveys, feasibility studies, assessments, and reports. – Ensure participation of women in training teams, awareness campaigns (at least 30%), training for traffic policy on gender issues, and in the improvement of local markets and feeder roads for non- motorized transport (at least 30%). Applications in Rather than planning projects ‘for women,’ mainstreaming gender aspects Indian cities in all projects can become a core approach in cities. While designing a transport infrastructure project like the BRTS project mentioned above, cities can develop a GAP that contains specific gender elements to be considered in the program design and implementation. Case study 7: Greater Dhaka sustainable urban transport project - GAP 53 Gender Toolkit - Volume I 17. Devising fare policies to lower cost patterns at the city level. Some of these of travel for women and persons of include offering discounts on off-peak other genders to boost their ridership. travel (for example, Santiago, Chile; Jakarta, As noted above, cross-country evidence Indonesia) (ITDP 2018),17 integrated fares suggests that women tend to travel shorter based on distance travelled across different distances during off-peak hours for unpaid modes like bus, metro, etc. (for example, care work and engage in trip chaining, thus Seoul, Republic of Korea (Development Asia paying higher fares for frequently changing 2019),18 Singapore (MOT 2021)19 (Case Study direction, modes of transport, and breaking 8)), and discounted travel cards for special their journeys. State governments, city preference groups (for example, United authorities, and public transport providers Kingdom and Brazil) amongst other forms. can consider introducing fare policies targeted at women and persons of minority Several states in India offer discounted genders to reduce their cost of travel, or even free travel for women on enhance affordability of public transport, public transport. For instance, Delhi, and boost ridership. Punjab, Tamil Nadu, and Uttar Pradesh have schemes for fare-free travel in City authorities and public transport government buses for women, where state agencies can undertake user and governments provide subsidies to state household surveys to ascertain whether transport corporations to bear the costs. prevailing fare policies are discriminatory While fare-free bus transport schemes are and estimate the quantum of cost burden one option, other fare policies can also be on women. For instance, if the prevailing studied for application to other modes fare policies reward long-distance and to balance financial sustainability ToC commutes, whereas women in the city considerations. Increased supply during mostly undertake frequent short trips, the off-peak hours may be a higher priority fare policy will be discriminatory. than lowered fare, and accordingly the same level of subsidies could be State governments, city authorities, and directed towards compensating for such public transport agencies can design increased supply. Moreover, policies need incentives for women and persons of other to be designed to include all genders – genders using public transport, based on a specifically, transgender persons who are gender-disaggregated analysis of mobility presently left out of these policies. Case Study 8 Integrated distance-based fare structure, Singapore (MOT 2021)20 City Singapore Year 2010 onwards Project overview The distance-based fare structure was introduced in 2010 to improve intermodal connectivity of the public transport system eliminating erstwhile boarding charges which were levied every time on boarding a bus or metro. Key features of • Under this system, commuters only need to pay a fare based on the total the intervention distance travelled from origin to destination regardless of the number of transfers they make. • It, thus, effectively eliminates the fare penalties associated with making intermodal transfers or breaking their journeys. 54 Case Study 8 Contd. • This ensures that customers are given more flexibility and choice over the routes for their journeys thereby enhancing their travel experience so that they use transfers to choose faster routes, minimize waiting time, or make multiple stops (that is, trip chaining). Application in As Indian cities see the development of multiple transport modes and the Indian cities number of metro systems expand, mode agnostic distance-based fares may be evaluated by PTAs – especially bus and metro corporations to ease mode shifts and offer a unified public transport service, which can ease women’s mobility disproportionately. Case study 8: Singapore integrated distance-based fare structure 18. Devise special policies/schemes to include genders, and other suppliers with a higher women in the mobility field. The transport representation of women and persons field is considered a predominantly male of other genders in their workforce and dominated field. The poor representation leadership positions. State governments of women as frontline staff in public can also support efforts to understand transport encourages a vicious cycle where the barriers and challenges preventing women continue to feel unsafe in public women-owned businesses from accessing transport. Subsidies and schemes can be and fully participating in the urban ToC introduced to encourage women to take up mobility market value chains. Based on the entrepreneurship in the intermediate public challenges and gaps identified, strategic transport (IPT) sector, for example, support sourcing decisions can be taken to evaluate women who wish to purchase and operate the diversity of the supplier base and vehicles like autorickshaws, shared autos, to increase the share of women-owned and taxis and making it more inclusive and businesses in procurement (UN Women safer for women. 2020).22 19. Devise preferential procurement policies to prioritize purchases from gender- Introducing gender inclusivity (ii) inclusive suppliers. State governments, in decision making and key particularly public works departments, institutions transport departments, as well as urban 20. Diversifying representation in urban local bodies are typically large buyers of local bodies, public transport authorities, goods and services. Under the Government especially at senior leadership and of India’s Public Procurement Policy decision-making level. Building on for Micro and Small Enterprises (MSEs) the institutional capacity assessments 2018, 25% of the annual procurement undertaken when benchmarking by central government entities must the ground situation, ULBs, urban be made from MSEs, including 3% from metropolitan transport authorities, women entrepreneurs (M/o MSME 2018).21 public transport authorities (PTAs), and State governments, urban local bodies even state governments can gauge the (ULBs), and public transport authorities representation of women and persons of can also consider devising their own minority genders across different seniority preferential procurement policies so that levels in their organizations, as well as they reward women-owned businesses/ across different job functions and job roles businesses owned by persons of minority (Case Study 9). Enhanced diversity in the 55 Gender Toolkit - Volume I workforce can help ULBs, PTAs, and other – Being supportive of employees’ implementing agencies to become more care work responsibilities and aware of, and more sensitive to, issues providing access to reliable care faced by women, girls, and persons of services, such as creche facilities minority genders when using public spaces (Maternity Benefit Act 2017),23 flexible and public transport. Women’s presence work arrangements and care leave in decision making positions increases (parental leave and elderly care, the likelihood of the formulation of more for example) to women, men, and gender-responsive policies. Strategies for persons of minority genders. diversity and inclusion are best adopted across the ‘talent pipeline,’ that is, from – Instituting quotas in promotions. entry level through to middle and senior • Leadership and decision making: management and top leadership, so that they do not just focus on attracting more Developing – a strong internal women and persons of minority genders, talent pipeline so that women and but also support career development and persons of minority genders may be retention. Moreover, women and persons promoted to leadership roles. of minority genders should be represented across departments and job functions – Hiring women and persons of and job roles, so that they can make their minority genders for leadership roles way to senior management and decision- from other organizations. making levels. Some of the strategies that may be considered include: – Creating new, innovative positions, such as Chief Diversity Officer or ToC • Entry level: Chief Inclusion Officer (filled by women or persons of other genders) – Undertaking recruitment from non- to promote a culture of inclusion in traditional colleges and streams. the organization. – Specifically encouraging women and – Mandate minimum thresholds for persons of minority genders to apply inclusion of women and persons for job advertisements. of minority genders on high level committees, commissions, and other – Instituting quotas for recruitment decision-making bodies for public of women and persons of minority transport. genders. • Enhancing representation across • Middle to senior management: departments and job roles: – Undertaking surveys of women Regular – departmental audits employees and understanding their (seniority-wise) to track challenges so that retention policies representation. can be designed in a participatory manner. – Training programs to reskill and upskill employees from related Devising – specialized training departments to switch to more and development opportunities, technical units, especially focused especially focusing on soft skills, such on women and persons of minority as networking, negotiation, and crisis genders. management. 56 Case Study 9 Gender diverse workforce on Kochi Metro, Kerala, India (KMRL 2018; LSGD Kerala 2018)24,25 City Kochi Year 2018 onwards Project overview The Kochi metro was inaugurated in 2018 and is operated by the state- owned entity, the Kochi Metro Rail Limited (KMRL). Key features of • From the very start of its operations, around 80% of Kochi metro’s staff the intervention have been women working across a wide range of positions: cleaning staff, ticket machine operators, train drivers, station managers, and more, including seven women locomotive pilots (of the total 39). • In 2016, KMRL signed an agreement with Kudumbashree, a women's self-help group in Kerala to engage it for facilities management at metro stations including ticketing, customer relations, housekeeping, parking management, and running the canteens. Facilities at the Kochi metro station are now managed by all-women staff from Kudumbashree, making it the largest crew of women to be employed by any metro in India. ToC • Moreover, in accordance with the transgender policy of the Kerala state government, KMRL also introduced a policy to recruit members of the transgender community. 60 members of the transgender community were hired for a variety of roles ranging from handling ticket counters to maintaining the metro line. Application in Similar initiatives can be taken by other bus and rail agencies to enhance other Indian the workforce participation of women and representation of women in the cities transport sector. Case study 9: Gender diverse workforce on KMRL 21. Establish a dedicated team to implement organizations and external experts from GAPs and targets in CMP. ULBs, PTAs, related fields to facilitate women's safety city authorities, and other implementing and accessibility in the city. Moreover, agencies can consider establishing the team can have one or more advisory a dedicated team to undertake the committees to advise on specific areas, implementation of GAPs and gender- such as infrastructure design, safety, related targets in CMP. Such a team gender-responsive route planning, is meant to collaborate with multiple awareness creation, as well as undertaking duty bearers from various government results monitoring (Case Study 10). 57 Gender Toolkit - Volume I Case study 10 Chennai Gender and Policy Lab City Chennai Year April 2022 onwards (supported by approved World Bank project) Project overview • The government of Tamil Nadu has established an apex committee for implementing the state government’s Nirbhaya program for ensuring women’s safety. • The Chennai Gender and Policy Lab is being established under the state government’s Nirbhaya program. • It is planned that the Gender and Policy Lab will act as an advisory body to the apex committee. Key features of • A two-tier structure is proposed for the Gender and Policy Lab: (i) the the intervention existing apex committee consisting of high-level government officials of different departments setting the vision for the city; and (ii) a dedicated body, a “Gender and Policy Lab” with 3 sector specialists ensuring impact- driven planning. • The apex committee will also appoint working committees, made up of national and international sector experts and civil society partners to ToC provide guidance and assist the Gender and Policy Lab. • It is envisaged that the lab will undertake the following activities: – Provide guidance to the apex committee on gender-responsiveness in public transport – Engage with and leverage the various committees – Create necessary planning, implementation and evaluation frameworks and guidance materials, – Design and oversee surveys, and integrate findings in overall program – Create communication and training plans – Guide the implementing agencies during project roll-out and drafting of policies – Monitor and report progress • It is envisaged that the lab will work with the corporation department, transport department, city police and social welfare and women’s empowerment and other state-run institutions. Application in The Gender and Policy Lab is the institutional mechanism in place to drive other Indian the integrated gender program in Chennai. Other cities can consider cities following a similar model of hiring dedicated experts or can form a dedicated team leveraging existing internal experts. Case study 10: Chennai Gender and Policy Lab 58 22. Strengthen grievance redressal to fast- • Managing sexual harassment complaints track sexual harassment complaints. made via helplines / mobile applications / Cross-country analyses as well as evidence in-person. from Indian cities shows that while prevalence of sexual harassment on public • Coordinating across departments and transport and in public spaces is high, agencies to ensure timely redressal of reporting and subsequent actions taken complaints, as per timelines specified for redressal are low. Grievance redressal and agreed in the SOPs. encompasses the entire process of a • Ensuring that parallel systems of user raising a complaint with the service reporting are not created and find provider, followed by its acknowledgment, entry points to tie to existing services investigation, and subsequent redressal. and procedures to respond to violence It is a vital element for building gender- against women and identify what responsive and safe transport systems and would be needed for these services to public spaces. To ensure quick, effective, respond to cases of sexual harassment in and responsive grievance redressal, transport. good inter-departmental coordination is required within ULBs, PTAs, and other Others, • as necessary, based on implementation agencies to handle sexual specific situation at the PTA / ULB / harassment complaints (SUTP 2018).26 The implementing agency. dedicated team established to implement the GAP could also include a ‘one-stop’ 23. Develop monitoring and evaluation grievance redressal cell to fast track guidelines for gender-mainstreaming processing sexual harassment complaints. projects. According to the World Bank ToC Some of the functions of this cell could ‘Handbook for Gender-Inclusive Urban include: Planning and Design’, a monitoring and evaluation framework will allow the Registering • complaints of sexual evaluation of both successes and failures, harassment. as well as the opportunity to adapt a project during or following implementation • Creating agile, simple, and confidential to improve on delivered outcomes reporting mechanisms, responsive to the based on feedback and relevant gender- specific city-context including online (for disaggregated data. A management example, mobile application, WhatsApp plan can be put in place to improve helpline), telephonic (for example, project performance if it is found that emergency phone number), and offline targets are not being met (IBRD 2020).27 modes (for example, helpdesk). Implementing agencies can consider • Liaising with police authorities on behalf instituting detailed guidelines to ensure of ULB / PTA for investigations. that gender disaggregated indicators are incorporated in M&E (monitoring Formulating • standard operating & evaluation) frameworks utilizing the procedures (SOPs), with clear timelines, gender-disaggregated data mentioned in on how to handle sexual harassment Pillar 1. complaints for ULBs / PTAs. 59 Gender Toolkit - Volume I BUILD CAPACITY ToC AND RAISE AWARENESS • Mandate training and capacity building of duty bearers • Forge partnerships for raising awareness and enabling community action through campaigns 60 Photo source: Gerald Ollivier/World Bank 24. Whether women are able to exercise situations. This is only possible if duty their “rights to a city” depends in part bearers themselves are trained to handle on delivery of public services by duty such situations. Duty bearers, including bearers, making gender sensitization, government officials and frontline staff in capacity building, and awareness ULBs, PTAs, other implementation agencies, creation critical. The ’right to the city’ are key decision makers responsible for framework advocates building safe cities formulating policies, plans and decisions such that women have equal rights to regarding the public spaces and public enjoy the city and claim space in any way transport. Therefore, for cities targeting to they wish to, without experiencing violence be more inclusive, gender-sensitization and or the threat of violence. Often, in times of technical training of duty bearers assume ToC an emergency, women may be unaware significance to make them aware of their that support mechanisms exist – who is existing prejudices, gender-biases, and the appropriate first responder, how can differential mobility needs across genders; they contact them, emergency helpline responding to emergency situations, and numbers, how to report harassment – imparting technical skills for designing these are just a few of the many concerns gender-responsive urban mobility solutions. that may arise. In such a scenario, it Over and above the training for duty becomes incumbent upon duty bearers to bearers, it is also important to undertake create awareness and standard operating wider awareness creation campaigns to procedures to manage emergency influence mindsets and social norms. Institutional strengthening, capacity building and raising awareness COMMUNITY TRAINING AND ENGAGEMENT SENSITIZATION Figure 11: Methods to build capacity and raise awareness Source: World Bank 2022. 61 Gender Toolkit - Volume I (i) Mandate training and capacity prioritize for management training, as well building of duty bearers as the nature of the training (Table 3). 25. Capacity building and gender- 26. Gender sensitization training for sensitization of managements at ULBs, drivers, conductors, security, and other PTAs, and implementing agencies to frontline staff operating public transport ensure gender-responsive planning, facilities. Frontline, customer-facing staff design, implementation, monitoring, and at ULBs, PTAs, and other implementing evaluation of public transport services. agencies require a diverse set of skills in An on-ground assessment of institutional management. While policymakers and capacity is helpful for ULBs, PTAs, and other management define guidelines, they are implementing agencies to benchmark actually implemented by the frontline their current capacity, and identify the gaps staff. Thus, it becomes important to clearly in technical skills, as well as understand communicate the guidelines and the the mindsets of employees, especially at rationale behind their adoption, as well as management and leadership levels. Senior undertaking regular, continuous gender- and mid-management at these agencies sensitization exercises with frontline staff. take decisions which impact the lives of Frontline staff are often first responders millions of women, girls, and persons of in crisis situations and witnesses of sexual minority genders utilizing public transport harassment. They are also the face of the and public spaces daily. It is thus important public transport services and need to to understand potential pre-existing biases effectively communicate with all users, in mindsets as well as gaps in technical regardless of their gender. Training for capacity. Based on identified gaps, frontline staff therefore needs to be tailored ToC agencies can pinpoint the precise areas to to strengthen their soft skills and ensure successful implementation of GAPs. Recommendations - Capacity building at ULBs, PTAs, and implementing agencies 1. Key areas of training for management (indicative, not exhaustive) Developing Developing Ensuring safety Conducting Conducting Formulating Designing Implementing gender- gender- for women, girls gender- gender- strategies for campaigns gender responsive responsive and persons disaggregated inclusive route enhancing for raising budgeting street planning, public of minority data collection and operational diversity and awareness on to ensure design, and transport and genders in and mapping planning inclusion in the gender-equal sufficient elements in intermediate public spaces mobility workforce ‘rights to the financial public spaces para transit and public patterns city’ resources for (IPT) transport implementing GAPs (under CMPs) 2. Key areas of training for frontline staff (indicative, not exhaustive) Awareness of Increasing Defining role of Communicating Responding Understanding Improving Improving key laws, rules, awareness of of frontline staff the assistance to crises in policies / sensitization gender- and regulations emergency and SOPs to available a gender- guidelines to to challenges sensitive prohibiting helpline be followed in to frontline sensitive achieve gender- faced by communication sexual numbers, cases of sexual staff who manner responsive women and harassment mobile harassment witness sexual public transport persons of and other forms applications, harassment or services other genders of violence in and grievance face harassment across the four public transport redressal from colleagues/ stages of a and public mechanisms customers public transport spaces journey 62 2. Nature of training (indicative, not exhaustive) Should the Should the What should What should Should the How can local How should What post- training training be the medium of the duration of training be contexts and the learnings training modules be regular and the training be? each session, tailored for content be during the support should designed long-term (for example, module different teams, integrated into training be be provided? in-house or (for example, through and overall or should it the training evaluated outsourced? conducted over exposure visits, curriculum be? be a common modules? (for example, a year or more video-based, training post-training once a week), or audio-based, curriculum assessments, be undertaken written)? across exercises, part through departments? of performance intensive review)? workshops (for example, annual or bi-annual workshops)? Table 3: Capacity building recommendations Source: World Bank 2022. 27. Tailored training programs targeting identifying the gaps between aspirational the gaps in mindsets between rights mindsets (for example, ‘rights to the city’) holders and duty bearers. A key factor and stakeholders’ existing mindsets (Case that drives behavior towards women in Study 11). Identification of these gaps public spaces and public transport is the helps give direction to design the training lens from which issues pertaining to them programs which can help in shifting ToC are viewed. The on-ground assessment of mindsets of duty bearers. staff in implementing agencies can help in Case Study 11 Barabari Ki Dagar, Surakshit Safar (aspiring for gender equality through creating safe travel) (Government of NCT of Delhi 2019; Manas Foundation)28,29 City Delhi, Haryana, Gurugram, Pune, Mumbai, Guwahati, Hyderabad, Chennai, Kolkata, and Bengaluru. Year • 2014 (Partnership with Delhi Transport Corporation). • 2018 (Uber Partnership). • 2019 (Haryana Roadways Department). Project overview • The ‘Barabari ki Dagar, Surakshit Safar’ (aspiring for gender equality through creating safe travel) is a gender sensitization program for public transport drivers started by Manas Foundation as part of its gender justice initiative. • The program includes in-person training, classroom training as well as multiple initiatives that go beyond the classroom to positively engage with public transport drivers and encourage them to adopt professional behavior and practices. • It has now engaged more than 500,000 public transport and IPT drivers from across Delhi, Haryana, and major metropolitan cities. 63 Gender Toolkit - Volume I Case Study 11 Contd. Key features of the intervention: Training • Since 2014, Manas Foundation has been partnering with Delhi Transport partnerships Corporation (DTC) to provide gender sensitization training to all public transport drivers. – The program has been integrated with the transport department’s system by making it a vital component of their license renewal or vehicle fitness. • In 2018, in partnership with Uber India, gender sensitization sessions were conducted for Uber driver partners in Gurugram, Pune, Mumbai, Guwahati, Hyderabad, Chennai, Kolkata, and Bengaluru. • In 2019, in partnership with United Nations Children’s Fund (UNICEF) and India Oil Corporation (IOC) and Indraprastha Gas Limited (IGL), training was provided to 13,000 drivers and conductors of Haryana Roadways across the 21 districts of the state. Safe Gaadi • 'Safe Gaadi’ is a mobile app developed for drivers which they download post training on their smartphones. • The app comprises learning material on gender, violence against women, laws pertaining to violence against women, latest updates on ToC program activities like scholarships for their daughters, important days and celebrations on various social issues, and drivers’ stories of positive change and actions. • The app employs audio-video tools, incentive-based games and quizzes to ensure sustained use and interest of drivers. Change-makers • Gender sensitized drivers use the game ‘snakes and ladders’ metaphorically (where the snakes represent gender norms and ladders represent gender-inclusive narratives) to generate educative messaging on gender sensitive behavior. • This initiative makes drivers a catalyst in creating gender sensitive behavioral changes at micro levels or in personal spaces, that inevitably get extended to public spaces. Collective • This activity re-engages drivers to be active citizens on important days events for in the history of women’s rights and human rights such as International change Women’s Day and Human Rights Day. Along with the program team, drivers undertake events to engage with the larger community on some of these issues. Application in Building partnerships with educational institutions, CSOs, NGOs, and CSR other Indian wings of corporations can help develop and execute high quality training cities programs for transport workers and other duty bearers. Case study 11: Aspiring for gender equality through creating safe travel, India 64 Forge partnerships for raising (ii) they may not have direct connections awareness and enabling with user communities. Given their on- community action through ground presence, connections with all sections of society and mission campaigns orientation, community-based civil 28. To build a gender-responsive and safe society organizations (CSOs) and non- city, it is important to raise awareness governmental organizations (NGOs) can at individual and community levels for be important partners for campaigns shifting mindsets. For citizens to receive targeted at shifting mindsets around equal rights and equal access to public rights of women and persons of minority spaces and transport, it is important to genders to public transport and public change existing mindsets that operate spaces. In the matter of safe cities for from long held societal beliefs towards a women and changing knowledge, rights-oriented approach. The persistence attitudes, and behaviors, partnerships with of attitudes and behaviors that perpetuate NGOs and CSOs can help in achieving: negative stereotypes, discrimination, (i) greater awareness about helplines, and gender inequalities are a barrier in complaint mechanisms, and redressal achieving safe, gender-responsive public systems; (ii) get direct feedback from transport and public spaces. stakeholders on the challenges faced when using public transport / public 29. Social and behavioral change spaces; (iii) organize interactions between campaigns are an impactful way in duty bearers and rights holders; (iv) which gradual shifts in mindsets can build and design media campaigns and be triggered across large sections of training modules; and (v) support capacity ToC society. While training is targeted at building, training, and sensitization influencing individual behavioral change, programs for duty bearers. campaigns are a tool to influence wider, societal changes. Sustained and inclusive 31. Developing tools for bystander campaigning and engagement ensures interventions and training. A bystander that rights holders are made aware of their is someone who witnesses an event but is rights and changing their perceptions not directly involved in the event, a chance about themselves and duty-bearers shift spectator. In public transport or public their attitudes from keeping women spaces, a bystander may witness instances safe to making the public spaces safe. of sexual or other forms of harassment, Campaigns can be conducted through especially targeted at women and persons mass and social media, through direct of minority genders. Bystander training and engagement with user communities, interventions help not only in preventing advocacy to bring policy changes, and or assisting in immediate situations, but storytelling where lived experiences of also enabling a shift in culture such that others help in building empathy and more citizens are aware and know how to motivate others to act. recognize gender-based harassment and violence when they witness it (UN Women 30. Partnerships with community-based 2020).30 Community awareness campaigns organizations can be an effective and training are essential to enable a solution to raising awareness, shift from bystander apathy and passive undertaking campaigns, and shifting behavior to a pro-social response where a mindsets. While ULBs, PTAs, and bystander intervenes in a situation (Case implementing agencies have the physical Study 12). space to host awareness campaigns, 65 Gender Toolkit - Volume I Channels for raising awareness in the community COMMUNITY MEDIA ADVOCACY STORY TELLING MOBILIZATION Figure 12: Channels for raising awareness in the community Source: World Bank 2022. Enabling responsive bystander interventions: Making a shift from passive to pro-social (Fenton 2016)31 1. Notice the Develop social consciousness through awareness campaigns and training event programs so that participants recognize: • Negative impact on victims 2. Interpret it as a problem • Behaviors along the continuum of sexual violence, such as sexism, hostile attitudes towards women, rape myth acceptance, victim-blaming • Potentially dangerous violent situations as they occur ToC 3. Feel Evoke: responsible • Participants' sense of responsibility and righteousness for dealing with it • Participants' empathy for victims • Participants to question and address their own attitudes towards violence against women and gender biases 4. Possess the Developing skills: necessary • Ensure bystanders are aware of simple steps that they can take to skills to act intervene in a non-threatening manner relevant to city context (through awareness campaigns) • Develop techniques keeping intersectional and social identities of people in mind 5. Decide to • Incentivize bystander interventions by recognition through media, help appreciation certificates, etc. • Build grievance redressal systems which ensure bystander safety and anonymity • Simplify and create easy access to reporting • Establish systems to support bystanders’ interventions Table 4: Enabling responsive bystander interventions 66 Case Study 12 Stand Up (Stand Up)32 Country Global program Year 2020 Program • Stand Up is an awareness and training program against street harassment overview through encouragement of bystander interventions, developed by L’Oréal Paris in partnership with Hollaback! and Breakthrough in November 2020. • In 2019, L'Oréal Paris commissioned an international study in collaboration with the Institut de Publique Sondage d'Opinion Secteur (IPSOS) in eight countries to better understand the issue of sexual harassment in public spaces. • The study found that 78% women had experienced sexual harassment in public spaces and only 25% had claimed that they were helped out by a bystander. Key features of • The program provides training for women and men to intervene safely the intervention when they witness harassment on the street. Their goal is to train 1,000,000 people and create a culture of zero tolerance towards street harassment. • The program provides digital training for those experiencing sexual ToC harassment as well as bystanders. • For bystanders, the training program follows Hollaback’s 5Ds’ approach – Distract, Delegate, Document, Direct, and Delay. • So far, 372,494 people have completed the Stand Up training. Application in A simple and catchy bystander intervention training program (under 20 Indian cities minutes of training) with effective takeaway skills can be planned and executed at the community level to reach a substantial number of people at the same time – universities, schools, factories, offices, and open public spaces with huge footfalls . Case study 12: StandUp awareness program 67 Gender Toolkit - Volume I IMPROVE INFRASTRUCTURE ToC AND SERVICES • Enhance women’s safety on public transport and spaces • Apply a gender lens on infrastructure design and public transport services 68 32. Barriers to use of public transport and (ADB 2013).33 Placing a gender lens on public spaces can be reduced through the infrastructure design of streets, gender-responsive infrastructure design stations, and public transport vehicles, and and introduction of gender-responsive introducing gender-responsive services mobility services. Ensuring the safety of (such as ‘request stop programs,’ or women and persons of minority genders covering routes frequented by women) can ToC when using public transport and public diminish these barriers. spaces (such as streets and parks) are a paramount concern for city authorities Enhance women’s safety on (i) including city planners, ULBs, PTAs, and public transport and in public others. Moreover, even infrastructure related barriers can preclude women spaces and persons of minority genders from 33. Adequate lighting in streets, public using public transport or public spaces spaces, at stations, and in public transport vehicles are important infrastructural Improving infrastructure and services tools to improve safety. City authorities, urban planners, ULBs, PTAs, and other service Enhance women’s safety on providers can analyze where public transport and in public lighting gaps occur and spaces provide adequate street Apply a gender lens on lighting and lighting at public infrastructure design and transport stations to improve public transport services safety. Street lighting and lighting at stations is meant to remain consistent in the range of 30-40 lux (ITDP and Safetipin 2017).34 Using an analysis of gender mobility patterns, authorities can identify routes Figure 13: Improving infrastructure and services most used by women. These Source: World Bank 2022. routes can be priorities for the 69 Gender Toolkit - Volume I provision of well-lit streets, stations, and 34. Emergency services, including unobstructed, continuous, and accessible emergency buttons, helplines, mobile footpaths with clearly defined spaces for based service for emergency complaints, walking and street infrastructure. Street marshals, and rapid response teams lights should be positioned such that dark can alleviate threat perceptions. A spots are avoided. Large public spaces, combination of emergency services may be such as parks, grounds, office spaces, or required to effectively alleviate the threat markets also require adequate lighting. of sexual harassment in public transport Lighting facilities at stations should cover and public spaces. Emergency buttons waiting areas and women’s convenience can be placed in public transport vehicles facilities (such as washrooms, creches, and which link directly to the security at the changing rooms). Regular audits may be next station where the complainant can required to ensure that they are in working lodge her/his complaint as well as identify order. An example of street light auditing the harasser. Emergency helpline numbers and mapping performed by Safetipin for can be advertised prominently at stations the World Bank in Tondiarpet in Chennai and in public transport vehicles. Following city is given in Figure 18. the Corona disease induced lockdown in March 2020, India’s National Commission Example of auditing of street lights in Tondiarpet, Chennai ToC Figure 14: Example of street lights auditing in Tondiarpet, Chennai Sources: Safetipin 2021; World Bank 2021 70 on Women launched a WhatsApp (Case Study 13). Moreover, for those without based helpline for reporting instances of smartphones, a text-based service can be domestic violence, which received a third offered. In addition, presence of security of the overall complaints in 2020 (PIB marshals (with at least 50% of them being 2020).35 Similarly, for users with access to women) and assurance of a rapid response smartphones, a WhatsApp based helpline, team, arriving in a timely manner to act or an app operated by city authorities can against the harasser can help in alleviating be created to report harassment on public the threat perception. transport and in public spaces discreetly Case Study 13 Safe Toronto Transit Committee (TTC) app (Elerts 2017; SafeTTC 2022; Whalen 2017)36,37,38 City Toronto Year 2017 Project overview The Toronto Transit Committee launched the Safe TTC app that allows passengers to report instances of harassment, safety concerns or suspicious activities directly to the TTC’s Transit Control Centre in a discreet manner. ToC Key features of • Customers can use the ‘Report a Problem’ button to send texts, images, the intervention or videos. • There is a provision for submitting other relevant information such as vehicle type (bus, streetcar, or subway), route numbers, station locations, and the type of incident (harassment, theft) to help the Transit Control Centre take appropriate steps. • Customers also have an opportunity to report cases anonymously. • The reports are received by trained officers at the Transit Control Centre who will either respond by dispatching transit enforcement officers to the vehicle, station, or stop, or provide instructions directly to the person reporting the incident. • The app also offers the ‘Call Police’ button which connects customers directly to 9-1-1 dispatch in cases of emergency. Application in Incidences of sexual harassment in public spaces are grossly under-reported. Indian cities While several factors contribute to this, if reporting is made easier as seen in Application in the Toronto case study, the likelihood of women complaining increases. A Indian cities combination of a campaign to increase reporting like ‘report it to stop it’ (TfL) and introducing an app to ease reporting will work well to achieve results. India has an example with the newly launched ‘Kaaval Uthavi’ app in Tamil Nadu by the Greater Chennai Police, which allows online complaints to be made. Case study 13: Safe TTT app 71 Gender Toolkit - Volume I 35. ‘Request stop’ programs for women and 37. Enhance safety on intermediate public persons of minority genders can reduce transport (IPT) services. IPT refers the need for walking and paratransit to vehicles like autorickshaws, cycle options. ‘Request stop’ programs are rickshaws, vans, tempos, jeeps, private available in several cities around the world, buses, and private minibuses that operate which allow bus passengers to disembark on a metered, shared, or per seat basis on at a location other than a bus stop along routes operated by the private sector with the route in the evening hours reducing intermediate stops. Some of the measures their last mile distance. For instance, which can be taken to improve safety on Toronto has a request stop program to help IPT include: all customers (regardless of gender) get off in between bus stops when travelling alone • Mandatory police verification of drivers between 9pm and 5am (TTC 2022).39 On the at the time of employment. other hand, Montreal also has a ‘between • Mandatory and periodical gender the stops’ program, however, this is offered sensitization training for drivers can only to women (STM 2022).40 The Telangana be achieved by empowering unions to State Road Transport Corporation (TSRTC) encourage their members to undergo has introduced a similar program in the gender sensitization training alongside Greater Hyderabad area and issued orders awareness campaigns in partnership in August 2021 to all bus drivers and with CSOs/NGOs. conductors to stop TRSTC buses anywhere • Creation of SOPs to prevent and on the request of women in late evening address sexual harassment in IPT hours (Bandagi 2021).41 vehicles and mandatory training for ToC 36. Increasing the proportion of women paratransit drivers on the same. frontline staff members– bus drivers, • Mandatory display of the name and conductors, and security officials photograph of the driver as well as can enhance safety. Currently, the helpline numbers at the front of the representation of women servicepersons vehicle, where passengers can see as bus drivers, conductors, and security them. guards remains low across major cities • Provision of designated IPT stands in India. City authorities, ULBs, PTAs, which have adequate shelter, are well- and other implementing agencies can lit and display emergency numbers. set targets to increase the proportion of women and persons of other genders in • Provision of subsidies, financial these jobs. Diversifying representation incentives, and skill training in is not only important in senior leadership partnership with CSOs / NGOs to and decision making, but also in frontline encourage women/ trans-person IPT positions to service the needs of diverse drivers. customer groups. Increasing diversity • Institution of procedural reforms, such in frontline roles makes women and as simplifying licensing procedures persons of other genders most visible for women and persons of minority and normalizes their presence in public genders, such as single window transport and public spaces even in clearance at regional transport offices late evening hours, enabling a shift in (RTOs). mindsets. Most importantly, the greater 38. Ease reporting for sexual harassment presence of women and persons of grievances. Studies conducted across the minority genders add to a feeling of world, and in different cities in India have safety. noted that under-reporting is a specific issue with sexual harassment at public 72 places. For instance, a study of women lens to design public spaces and services and girls aged 12-21 years in the United incorporating concerns of women, girls, Kingdom, found that only a quarter and sexual and gender minorities of all of those experiencing public sexual ages and abilities: (i) access to public harassment reported it (Plan International services and spaces, free from barriers 2021).42 In India, multiple surveys have and constraints; (ii) safe, easy, and found far lower rates of reporting across affordable mobility; (iii) safety and major cities. For instance, in a study of freedom from violence, that is, being women conducted in Mumbai, only 2% of free from real and perceived danger in the women who had faced harassment public and private spheres; (iv) health as commuters approached the police and and hygiene, such that the city is free none were satisfied with the outcome from health risks in the built environment, (Bharucha and Khatri 2018).43 Survivors especially those disproportionately affecting women and persons of other refrain from complaining to authorities genders; (v) climate resilience, that is, for a variety of reasons, such as lack of the city’s built environment is prepared awareness, perceiving the crime to not be for, responsive to, and able to cope with serious enough to report, fearing reprisals the immediate and long-term effects of from the perpetrator, social stigma, and disasters and the disproportionate risks victim blaming (Osmond and Woodcock to women and persons of other genders 2015;44 Southgate and Russell 2018).45 For during disasters are accounted for; and instance, in one study on women in Delhi, (vi) women and persons of other genders respondents said that they chose to simply have security of tenure, that is, they are move away from harassers due to fears that ToC able to access and own land and housing the situation might escalate further while to live, work, and build wealth and agency. some women said that they did not want State governments and ULBs periodically to ‘create a scene’ (Dhillon and Bakaya formulating and updating city-level urban 2014).46 In such a scenario, implementing development master plans, street plans, agencies can adopt a variety of techniques affordable housing plans, and plans for to break stigmas and make reporting building public spaces, can apply a gender easier for women and persons of minority lens in line with this approach to enhance genders, including (i) creating SMS inclusivity (World Bank 2020). (Short Message Service)/WhatsApp/app- based helplines for reporting, including 40. Improve walking and cycling provisions for anonymous reporting; (ii) infrastructure to ease first and last mass media campaigns to encourage mile connectivity for women, girls, reporting (as discussed in Pillar 3); and and persons of other genders. It is (iii) clear communication of the standard recommended that for a walking friendly operating protocol that will be followed street network, the median urban block after reporting. lengths are typically in the range of 100- 150m. Footpaths and pedestrian crossings Apply (ii) a gender lens on are best designed to be universally infrastructure design and public accessible, with minimum 3.5m width, in transport services line with the IRC (Indian Road Congress) 103: 2012 guidelines for pedestrian facilities. 39. Apply a gender lens on state and city- Broken, discontinuous, or blocked level urban planning. The World Bank’s footpaths need to be fixed as a priority by ‘Handbook for Gender-Inclusive Urban removing obstructions, repairing broken Planning and Design’ identifies six areas footpaths and accessibility elements, and in the built environment where urban reclaiming vehicular lanes for footpath planners can consciously apply a gender widening. Presence of public bicycle 73 Gender Toolkit - Volume I Gender lens on infrastructure design and public transport services Use public spaces through Avoid public space at night the day and night Avoid certain public Don’t feel the need to spaces completely even avoid any place due to during the day fear of harassment Have lower access as well Have better access to as fear using public public toilets toilets Require consent from male Face no restriction and family members to use use public spaces at their public spaces own will Face high risk of harassment in Have a low perception of streets and secluded areas. Tend to fear to use public spaces, always be alert and adopt safety mechanisms to safeguard particularly on account of themselves against harassment. gender-based violence. ToC Mostly use public spaces Use public spaces for only with a ‘purpose’ and recreation/ leisure without are not comfortable concern ‘loitering’ for leisure Women Men on an average on an average Modify daily routine to avoid Do not need to adapt lifestyle certain public spaces due to in relation to gender-based risk of sexual harassment crime-related fear Are more a ected by poor Are less a ected by poor street lighting as it increases street lighting the risk of harassment Face more di culties when Can navigate encumbered / the footpaths or road broken spaces through crossings are absent or in more easily poor condition. Face challenges in Dominate recreational accessing recreational spaces during afternoon open spaces as it is mostly and evening hours occupied by men. Are more at risk of an Are less likely to face unhealthy lifestyle due to health issues due to restricted use of public space unrestricted mobility Figure 15: Gender lens on infrastructure design and public transport services 74 sharing systems with incentives for women, Guidelines and rules are worth formulating girls, and persons of minority genders and to allow preferential boarding/alighting dedicated, continuous, even, shaded, well- for women, girls, and persons of minority lit cycle tracks without encroachment can genders or separate boarding /alighting help in encouraging a wider adoption of queues. Operationally, PTAs can adjust cycling. In addition, city authorities can the stop time for buses, metros, and other also consider the use of gender-inclusive modes at stations and ensure that the bus signages on pedestrian traffic lights, stops are unencumbered. Implementation public transport, and other public spaces of the guidelines requires that frontline and foster an active use of public space to staff be made aware of the challenges increase ‘eyes on the streets.’ posed to women, girls, and persons of minority genders during boarding and 41. Plan urban mobility systems to simplify alighting. City authorities also need to modal changes and ensure services on create appropriate monitoring mechanisms routes frequented by women, thereby to ensure consistent implementation by easing trip chaining. In addition to being PTAs. PTAs can also consider signages with well-lit, street infrastructure needs to be colour coding at stations to help passengers designed with designated zones to access board the right compartment and avoid intermediate public transit (IPT), public accidentally entering ladies’ compartments. transport, and bicycling facilities. Stations are best when designed to encourage 43. Introduce gender-responsive design of multimodality with co-located bus, metro, public transport vehicles. City authorities suburban trains, and other public transport can set procurement rules so that public modes. These multimodal stations can also transport authorities procure fleet as ToC have designated zones to host mobile-app per UBS (urban bus specifications) II based taxis and other IPT facilities (like specifications with lower handlebars, wider autorickshaws), hired bicycling services, gangways (minimum 700 mm), and space as well as car and bike parking. Helpline for strollers, access ramps and women numbers and route maps with multiple doors. Procurement rules can also specify modes are then prominently displayed at that the height of grab rails or handles stations, as well in an interactive format should be designed with consideration and through mobile applications/text- to female anthropometry and there based inquiry services. Moreover, city should be sufficient storage space for authorities can also consider developing shopping bags, wheelchairs, and strollers. and integrating gender-responsive Moreover, clear signages to demarcate locational guidelines in transit planning. By seats reserved for women, the elderly, identifying places frequented by women, persons with disabilities, and other groups girls, and other gender minorities for work, and enforcement by marshals can help in education, and mobility of care based on an ensuring reserved seating policies. PTAs analysis of gender mobility patterns, PTAs can also consider reserving separate vehicle can introduce necessary public transport sections for women travelling with children services based on traffic levels. and elderly persons. 42. Introduce gender-responsive guidelines 44. Expand bus fleets to ease crowding and infrastructure design to ease in buses and introduce new gender- boarding, alighting, and transfers. City responsive bus services. About 2 million authorities and PTAs can create guidelines registered buses were plying on Indian for ensuring uniform on-level boarding roads in 2019, of which 93% were privately and low step height for easy boarding at owned and 7% were publicly owned metro, train, and bus stations and minimize (MoRTH 2021).47 However, bus availability gaps between platforms and vehicles. varies across cities. Bus overcrowding can 75 Gender Toolkit - Volume I increase feelings of insecurity and crowd • Public toilets and feeding rooms out women, girls, and persons of minority within walking distance of bus stops; genders from buses. In a recent study in all terminals, depots, and other public Bhopal, Gwalior, and Jodhpur, 82% of the transport stations have public toilets women reported overcrowding in buses as and feeding rooms as per requirements. a reason for feeling unsafe (Safetipin 2020).48 Public toilets to include separate toilets Even with existing service levels, India needs for women as well as a unisex accessible to add over 460,000 buses to the urban toilet for persons of minority genders and public transport fleet by 2031 (KPMG 2017).49 PWDs. The requirements will be higher if the load • Gender-neutral restrooms in addition to factor of the bus is to be kept within 100% of existing gender-segregated restrooms the total capacity during peak hours and if may be considered for the safety and new gender-responsive bus services are to comfort of transgender, non-binary be introduced. Introduction of new routes individuals. based on an analysis of gender mobility • Creches instituted at depots. Creches patterns and catering to the needs arising can be women-only, as well as gender- from mobility of care, for example, bus neutral, so that parents of all genders can routes frequenting markets, schools, and benefit from the creche facilities. hospitals, provision of more frequent bus services to reduce waiting time for women, • Shops within terminals and depots and off-peak services or ‘ladies special can be awarded to women / persons of services, then fleet requirements are likely minority genders on a preferential basis to be higher. Such growth in services can be or quota can be applied (for example, made more effective through coordination 50% of the shops to be auctioned to ToC with private shared mobility operators to female vendors). offer more services during off-peak hours • Gender-inclusive signages. leveraging on integrated data platforms. • Presence of security personnel. 45. Provision of gender-responsive Prominently • display a passenger infrastructure at stations, terminals, information system (PIS), route map and depots. Over and above being well-lit and helpline / emergency numbers in and providing adequate shelter, gender- different languages (and for PWDs). responsive design of stations, terminals, • PIS information should be displayed in depots, and rest stops includes the multiple common languages (at least 2), following elements (Case Studies 14 and 15): relevant to the city’s context. Case Study 14 Women friendly city project (World Bank 2018)50 City Seoul, South Korea Year • 2007-2009 (majority of the interventions) • Focus on the ‘women friendly city’ approach continues till the present Project overview • The project aimed at integrating perspectives of women into city planning policies to minimize the inconvenience and insecurity experienced in their daily lives. • The project involved every department and organization of the Seoul Metropolitan Government (SMG) with the Women and Family Policy Affairs Office responsible for its comprehensive management. • 90 core programs were established to implement a four-year plan (2007 – 2010) in cooperation with 135 SMG departments, 13 organizations, and 25 autonomous districts. 76 Case Study 14 Contd. Key features of the intervention Gender- • As the first and the most crucial step, SMG focused on identifying the disaggregated inconveniences women had to bear in the city environment, to modify data on mobility them into more women-friendly alternatives. patterns and • SMG thoroughly assessed the needs of women based on expert advice preferences (eight times), public surveys, and beyond, and made efforts to improve facilities including roads, transportation, and restrooms based on these assessments. • The assessments and policies were applied to five areas, which were closely related to the daily lives of women: 1) care, 2) work, 3) prosperity, 4) convenience, and 5) safety. Gender- • Women-friendly parking lots, walkways, parks, and restrooms were built, informed characteristics of which included wider spaces, brighter lights and CCTV infrastructure cameras. • Parking lots were demarcated using pink lines for exclusive use by women. • Restrooms also included diaper-changing tables, CCTV cameras, and emergency bells at entrances. ToC • Standard manuals for restrooms, parking lots, walkways, and parks are available for use in designing and constructing similar facilities in the private sector. • A ‘women-friendly facility mark’ was awarded to excellent facilities following an on-site? inspection. • Lowered heights of the sidewalk ledge, hump-type crosswalks, and resting areas separate from pedestrian walkways were introduced to improve commute safety and experience. • Stabilizing handles in buses and subways that were previously adjusted to an average male’s height were changed to allow women to hold on to them easily. Mobility of care • Childcare centers, breast-feeding rooms, and day-care centers were installed in public places like subway stations. • Ticket gates for baby carriages in subway stations were installed. Safety Call-taxi system and Safe-Return-Home service were started to send passenger information to the individual’s parents or guardian while she/he was in a taxi . Application in This is a good example of a gender program which included assessing Indian cities the ground situation, setting up the institutional mechanism for effective coordination amongst various departments, and carrying out infrastructure improvement projects addressing areas of importance for women. Indian cities can adopt this model by adding elements to strengthen policy and address wrongly held gender beliefs. Case study 14: Women friendly city project, South Korea 77 Gender Toolkit - Volume I Case Study 15 Gender mainstreaming in urban planning (city of vienna 2022; hunt 2019; urban solutions 2017; Wood 2020)51,52,53,54 City Vienna Year 1990s to present Project overview • In 1992, a Women’s Office was set up in Vienna to look into gender specific planning issues and introduce gender mainstreaming in urban planning. • In 1998, a Coordination Office was established to work across 12 planning and traffic departments to ensure fairer urban development. • Since the 1990s, Vienna has practiced ‘gender mainstreaming,’ through the application of the ‘4R method’ to city planning, guided by one core question applied to the 4Rs: ‘WHO GETS WHAT AND WHY OR WHY NOT?’ • Applied to: Representation, Resources, Reality, and Rights. • As of 2020, through the support of a dedicated Gender Mainstreaming Office, over half Vienna’s 70 municipal departments have undertaken gender mainstreaming projects on their own. ToC • Vienna has carried out more than 60 initiatives that have used gender mainstreaming, including street lighting projects, widening pavements for buggies, additional seating, apartment complexes and social housing designed by and for women, and improving the safety of shortcuts and alleyways by adding mirrors. • In 2013, the city published a manual on the subject which is freely available (Urban Development and Planning 2013).55 Key features of the intervention: Gender • First introduced in 2005, since 2009 there has also been a legal obligation budgeting to carry out gender budgeting (City of Vienna 2022).56 • All of Vienna’s departments must report twice a year on how their expenditure has benefited men and women equally. Increasing • There are binding targets for a balanced gender ratio at all levels women’s of decision making, as well as in working groups, project teams, representation commissions, advisory boards, as well as when organizing events, for example, when selecting speakers. • Workplaces must be structurally gendered and barrier free (City of Vienna 2022).57 78 Case Study 15 Contd. Gender sensitive • In 1999, the Women’s Office conducted a large-scale survey of gendered transport transportation use, which resulted in a long-run focus on improving planning pedestrian access, from widening crosswalks to providing more lighting. • A pilot project was undertaken in the district of Mariahilf between 2002 and 2006 adjacent to the city center which resulted in: – 60 intersection improvements (new pedestrian crossings, smoothing uneven surfaces). – widening of more than 1,000 meters of pavement. – Improved lighting in 26 spots. – installation of ramps and an elevator. – removal of obstacles on pedestrian paths and creating a ‘barrier free design.’ • Following the pilot, Vienna implemented a few regulations: – Mandating all new sidewalks to have a minimum width of 2 meters. – Issuing guidelines for retrofitting stairs with pram ramps. – Installing signages on the city’s U-bahn (rapid train service) to raise awareness. ToC Gender- • Gender sensitivity guidelines have been applied to the planning and sensitive design of parks in Vienna since 2005 so that parks are used by girls and infrastructure in boys on equal terms (City of Vienna 2022).58 parks • Special focus is planned on safety features, such as footpaths being clearly visible and parks being well-lit. Application in Vienna is a long-standing example of gender mainstreaming in urban Indian cities planning and its model can be adopted by Indian cities with modifications to suit Indian conditions. Case study 15: Gender mainstreaming in urban planning, Austria Case study 16 Chalo app City Pan-India (28 cities) Year Since 2014 Overview • The Chalo app is a passenger information system (PIS) and mobile ticketing platform which aims to make travelling by public transport safer and more reliable • The PIS lets people track their bus live and know the time the bus will arrive at their stop, track the nearest bus-stop and also find the quickest and cheapest way to get to a location from another • The ticketing platform lets people buy mobile passes and mobile tickets 79 Gender Toolkit - Volume I Case study Contd. ToC App Features • Live tracking and safety: With the Chalo App, passengers can see on a map exactly where and how many minutes away their bus is. For women, and particularly for night-time travel or in lonely areas, this is very helpful, as they can reach the bus stop just a minute prior to their bus arriving. It also helps them plan their travel thus reducing time poverty faced by women. Chalo users can set up their trusted contacts on the app and share their live bus status in real time with them to increase safety. These contacts can also be immediately alerted by pressing the SOS button • Multi-lingual: The Chalo App is available in 9 languages, so it is easily accessible to all people. The app is available in English, Hindi, Tamil, Malayalam, Kannada, Telugu, Bangla, Marathi, and Assamese. • Live passenger indicator: This feature shows passengers a live view of how crowded the bus is – whether there are seats available, standing space available, or if the bus is full. This is very helpful for women as they can choose to take the next bus if it is less crowded, or even an alternate route. • Mobile tickets and passes: Passengers can buy their bus ticket on the app itself which means that a woman travelling can simply purchase the ticket on her phone and take her seat in the bus, instead of having to approach the conductor in a crowded bus thus increasing the chances of harassment. 80 Case study Contd. Application in • Chalo has reported seeing an overall bus ridership increase of 25% - 100% in Indian cities cities in the first year of implementation itself. • They also report that women ridership has visibly increased in buses in cities with Chalo where in one case where Chalo deployed e-rickshaws to help people travel to bus stops from nearby residential areas, women ridership doubled from that bus stop. • Indian cities can explore introducing similar services to increase safety, inclusiveness and ridership of women. Case study 16: Chalo app 46. Concluding remarks. For women, girls, pillars: (i) assess the ground situation; sexual and gender minorities, and people (ii) strengthen planning and policies; (iii) with disabilities (PWDs) to experience build capacity and raise awareness; and inclusive, gender-responsive public spaces (iv) improve infrastructure and services. and transport services that address their While interventions suggested under each unique situations, concerted and long- of the four pillars can be introduced even term commitment is required across as stand-alone initiatives, a coordinated stakeholders, including policymakers, duty program at the state or city level can ToC bearers, and citizens. Gender-responsive unlock synergies and amplify the impact of interventions for urban mobility and public each intervention. spaces can be designed around four key 81 Gender Toolkit - Volume I ENDNOTES 1 Preferring public transport is a matter of revealed preference. This point is previously addressed in endnote 8. 2 CFF-GIZ (C40 Cities Financial Facility). 2020. Gender Equality and Social Inclusion in Electrification of BMTC Fleet. Bengaluru, India: CFF-GIZ. http://cff-prod.s3.amazonaws.com/ storage/files/hUhdBtXYoxAw8uHD1Af83tmvZMjdZjlSoHA9mhUg.pdf 3 ADB (Asian Development Bank). 2013. Gender Tool Kit: Transport - Maximizing the Benefits of Improved Mobility for All. Manila, Philippines: ADB. https://www.adb.org/sites/default/files/ institutional-document/33901/files/gender-tool-kit-transport.pdf 4 SUTP (Sustainable Urban Transport Project). 2018. Module 7a - Approaches for Gender Responsive Urban Mobility - Sustainable Transport: A Sourcebook for Policy-makers in Developing Cities. Germany: SUTP. https://sutp.org/publications/approaches-for-gender- responsive-urban-mobility-gender-and-urban-transport-smart-and-affordable/ 5 OMI (OLA Mobility Institute). 2019. What Do Women and Girls Want from Urban Mobility Systems? OMI. https://olawebcdn.com/ola-institute/ola_women_and_mobility.pdf 6 CFF-GIZ (C40 Cities Financial Facility). 2020. Gender Equality and Social Inclusion in Electrification of BMTC Fleet. Bengaluru, India: CFF-GIZ. http://cff-prod.s3.amazonaws.com/ storage/files/hUhdBtXYoxAw8uHD1Af83tmvZMjdZjlSoHA9mhUg.pdf 7 OMI (OLA Mobility Institute). 2019. What Do Women and Girls Want from Urban Mobility ToC Systems? OMI. https://olawebcdn.com/ola-institute/ola_women_and_mobility.pdf 8 SUTP (Sustainable Urban Transport Project). 2018. Module 7a - Approaches for Gender Responsive Urban Mobility - Sustainable Transport: A Sourcebook for Policy-makers in Developing Cities. Germany: SUTP. https://sutp.org/publications/approaches-for-gender- responsive-urban-mobility-gender-and-urban-transport-smart-and-affordable/ 9 JAGORI and WICI (Women in Cities International). 2010. A Handbook on Women's Safety Audits in Low-income Urban Neighbourhoods: A Focus on Essential Services, by Surabhi Tandon Mehrotra: JAGORI. http://www.jagori.org/wp-content/uploads/2006/01/Handbook1.pdf 10 ITDP (Institute for Transportation & Development Policy) and Safetipin. 2017. Women and Transport in Indian Cities. New Delhi, India: ITDP. https://www.itdp.in/wp-content/ uploads/2017/12/171215_Women-and-Transport-in-Indian-Cities_Final.pdf 11 Safetipin. 2019. Delhi - A Safety Assessment Report. New Delhi, India: Safetipin. https://safetipin. com/report/delhi-delhi-report-2019/ 12 India, MoUD (Ministry of Urban Development). 2010. Preparing a Comprehensive Mobility Plan (CMP) – A Toolkit (Revised). New Delhi, India: MoUD. http://mohua.gov.in/upload/uploadfiles/ files/CMP%20Report%20Revised.pdf 13 SUTP (Sustainable Urban Transport Project). 2018. Module 7a - Approaches for Gender Responsive Urban Mobility - Sustainable Transport: A Sourcebook for Policy-makers in Developing Cities. Germany: SUTP. https://sutp.org/publications/approaches-for-gender- responsive-urban-mobility-gender-and-urban-transport-smart-and-affordable/ 14 TfL (Transport for London). 2020. Action on Equality: TfL’s commitments to 2020. London, United Kingdom: TfL. https://content.tfl.gov.uk/action-on-equality-tfls-commitments-to-2020. pdf 82 15 ADB (Asian Development Bank). 2012. Greater Dhaka Sustainable Urban Transport Project. Dhaka, Bangladesh: ADB. https://www.adb.org/projects/42169-013/main 16 ADB (Asian Development Bank). 2019. Gender Tool Kit: Transport Maximizing the Benefits of Improved Mobility for All. Manila, Philippines: ADB. https://www.adb.org/sites/default/files/ institutional-document/33901/files/gender-tool-kit-transport.pdf 17 ITDP (Institute for Transportation & Development Policy). 2018. The BRT Planning Guide. ITDP. https://brtguide.itdp.org/branch/master/guide/fare-policy-and-structure/fare-structure-options 18 Development Asia. 2019. A Smart Way to Introduce an Integrated Fare System. Seoul, South Korea: ADB. https://development.asia/explainer/smart-way-introduce-integrated-fare-system 19 Singapore, MOT (Ministry of Transport). 2021. Fares and Payment Systems. Singapore: MOT. https://www.mot.gov.sg/old-about-mot/land-transport/public-transport/fares-payment-systems 20 Singapore, MOT (Ministry of Transport). 2021. Fares and Payment Systems. Singapore: MOT. https://www.mot.gov.sg/old-about-mot/land-transport/public-transport/fares-payment-systems 21 India, M/o MSME (Ministry of Micro, Small and Medium Enterprises). 2018. Public Procurement Policy for Micro and Small Enterprises (MSEs) Order. New Delhi, India: M/o MSME. https://msme. gov.in/public-procurement-policy 22 UN Women (United Nations Entity for Gender Equality and the Empowerment of Women). 2020. Gender Responsive Procurement. UN Women. https://www.unwomen.org/en/about-us/ procurement/gender-responsive-procurement 23 As per India’s Maternity Benefit (Amendment) Act, 2017, all establishments employing above 50 ToC persons are mandated to provide in-sit creche facilities. 24 Kochi, Kerala, India, KMRL (Kochi Metro Rail Limited). 2018. By Keeping 80 Percent Women Staff Kochi Metro Sets Example of Women Empowerment and Makes India Proud. Kerala: KMRL. https://kochimetro.org/by-keeping-80-per-cent-women-staff-kochi-metro-sets-example-of- women-empowerment-and-makes-india-proud/ 25 LSGD Kerala (Local Self Government Department Kerala). 2018. Kochi Metro felicitates Kudumbashree Women on its first anniversary. Kerala: LSGD Kerala. http://lsgkerala.gov.in/en/ kudumbashree/news/kochi-metro-felicitates-kudumbashree-women-its-first-anniversary/news 26 SUTP (Sustainable Urban Transport Project). 2018. Module 7a - Approaches for Gender Responsive Urban Mobility - Sustainable Transport: A Sourcebook for Policy-makers in Developing Cities. Germany: SUTP. https://sutp.org/publications/approaches-for-gender- responsive-urban-mobility-gender-and-urban-transport-smart-and-affordable/ 27 IBRD (International Bank for Reconstruction and Development). 2020. Handbook for Gender- Inclusive Urban Planning and Design. Washington, DC: IBRD. https://www.worldbank.org/en/ topic/urbandevelopment/publication/handbook-for-gender-inclusive-urban-planning-and- design 28 Government of NCT of Delhi. 2019. “Gender Sensitization Training for Drivers of Public Service Vehicles applying for Driving License Renewal in Delhi.” Circular No. DC/OPS/TPT/225/PT/ 2014/1884-93, 22 May, 2019. https://transport.delhi.gov.in/sites/default/files/All-PDF/Gender%20 sensitizationTraining%20for%20Drivers.PDF 29 For more information on the Gender Responsive Public Transport System, visit Manas Foundation’s website at https://manas.org.in/gender-justice-program/about-the-program/ 30 For more information, refer to UN Women’s website at https://www.endvawnow.org/en/ articles/1985-the-role-of-bystanders-and-bystander-training.html 83 Gender Toolkit - Volume I 31 Fenton, Rachel, et al. 2016. A review of evidence for bystander intervention to prevent sexual and domestic violence in universities. Technical Report, Public Health England. https://www. gov.uk/government/publications/sexual-and-domestic-violence-prevention-in-universities- evidence-review 32 For more information, see Stand Up‘s website at https://www.standup-international.com/in/en/ 33 ADB (Asian Development Bank). 2013. Gender Tool Kit: Transport - Maximizing the Benefits of Improved Mobility for All. Manila, Philippines: ADB. https://www.adb.org/sites/default/files/ institutional-document/33901/files/gender-tool-kit-transport.pdf 34 ITDP (Institute for Transportation & Development Policy) and Safetipin. 2017. Women and Transport in Indian Cities. New Delhi, India: ITDP. https://www.itdp.in/wp-content/ uploads/2017/12/171215_Women-and-Transport-in-Indian-Cities_Final.pdf 35 India, PIB (Press Information Bureau). 2020. “Increase in Domestic Violence Against Women.” Press Release I.D. 1657678, September 22, 2020. https://pib.gov.in/Pressreleaseshare. aspx?PRID=1657678 36 For an overview on SafeTTC Mobile Reporting App developed by Elerts for Toronto Transit Commission, visit the Elerts website at https://elerts.com/elerts-develops-safettc-mobile- reporting-app-toronto-transit-commission/ 37 For more information on the Safe Toronto Transit Committee app, refer to https://www.ttc.ca/ Riding_the_TTC/Safety_and_Security/Safe_TTC_app/index.jsp 38 Whalen, Julia. 2017. “New SafeTTC app allows passengers to report harassment.” CBC News, ToC September 6, 2017. https://www.cbc.ca/news/canada/toronto/safettc-app-launch-1.4277524 39 For more information on Toronto’s Request Stop Program, visit the Toronto Transit Committee‘s website at https://www.ttc.ca/accessibility/Easier-access-on-the-TTC/Riding-the- Bus 40 For more information on Between the Stops service, visit the Société de transport de Montréal‘s website at https://www.stm.info/en/info/advice/travelling-alone-night 41 Bandagi, Aila. 2021. “Can Stop Will Stop.” India Development Review, August 31, 2021. https:// idronline.org/ground-up-stories/can-stop-will-stop/ 42 Plan International. 2021. What Works for Ending Public Sexual Harassment. London, United Kingdom: Plan International. https://plan-uk.org/file/what-works-for-ending-public-sexual- harassment-full-report/download?token=wtUTx1DM 43 Bharucha, Jahangir P., and Rita Khatri. 2018. “The Sexual Street Harassment Battle: Perceptions of Women in Urban India.” The Journal of Adult Protection, February 24, 2018. doi: 10.1108/JAP- 12-2017-0038. 44 Osmond, Jane, and Andree Woodcock. 2015. “An Everyday Occurrence: Sexual Harassment and Public Spaces.” Coventry Women’s Voices and Coventry University. https:// coventrywomensvoices.files.wordpress.com/2013/04/an-everyday-occurence-april-2013.pdf 45 Southgate, Jessica, and Lucy Russell. 2018. Street Harassment It’s Not OK: Girls’ Experiences and Views. London, United Kingdom: Plan International. https://plan-uk.org/sites/default/files/ Documents/Policy/Reports%20and%20Briefs/plan-uk-street-harassment-report.pdf 46 Dhillon, Megha, and Suparna Bakaya. 2014. “Street Harassment: A Qualitative Study of the Experiences of Young Women in Delhi.” SAGE Open 4 (3): 215824401454378. doi:10.1177/2158244014543786 84 47 India, MoRTH (Ministry of Road Transport and Highways). 2021. Road Transport Year Book (2017- 18 & 2018-19). New Delhi, India: MoRTH. https://morth.nic.in/sites/default/files/RTYB%202017- 18%20&%202018-19.pdf 48 Safetipin. 2020. Women and Mobility: A Case Study of Bhopal, Gwalior & Jodhpur. New Delhi, India: Safetipin. https://safetipin.com/wp-content/uploads/2020/01/Women-and-Mobility_ English_Safetipin_2019-1.pdf 49 KPMG (Klynveld Peat Marwick Goerdeler International Limited). 2017. Reimagining Public Transport in India. New Delhi, India: KPMG. https://assets.kpmg/content/dam/kpmg/in/ pdf/2017/10/Reimagining-public-transport.pdf 50 Data in this section is from the Projects Database of the Uttar Pradesh State Roads Project, World Bank, Washington, DC. http://worldbank.org/projects 51 For an overview on the five principles of gender mainstreaming, see City of Vienna‘s website at https://www.wien.gv.at/english/administration/gendermainstreaming/principles/five-principles. html 52 Hunt, Elle. 2019. “City with a Female Face: How Modern Vienna was shaped by Women.” The Guardian, May 14, 2019. https://www.theguardian.com/cities/2019/may/14/city-with-a-female- face-how-modern-vienna-was-shaped-by-women 53 Urban Solutions. 2017. Gender Mainstreaming: Sharing a Fair City. Case Study, Vienna. https:// www.clc.gov.sg/docs/default-source/urban-solutions/urb-sol-iss-10-pdfs/case-study-vienna- gender-mainstreaming.pdf ToC 54 Wood, E. (2020). Designing a City for Women: Lessons from Vienna. Vienna: Committee for Sydney. https://sydney.org.au/wp-content/uploads/2020/04/Committee_City-for-Women.pdf 55 Vienna, Municipal Department 18 (MA 18) – Urban Development and Planning. 2013. Manual for Gender Mainstreaming in Urban Planning and Urban Development. Vienna: Municipal Department 18 (MA 18) – Urban Development and Planning. https://www.wien.gv.at/ stadtentwicklung/studien/pdf/b008358.pdf 56 For an overview on gender budgeting in Vienna, visit City of Vienna‘s website at https://www. wien.gv.at/finanzen/budget/gender-budgeting.html 57 For an overview on the five principles of gender mainstreaming, see City of Vienna‘s website at https://www.wien.gv.at/english/administration/gendermainstreaming/principles/five-principles. html 58 For an overview on the five principles of gender mainstreaming, see City of Vienna‘s website at https://www.wien.gv.at/english/administration/gendermainstreaming/examples/parks.html 85