TRN-43: Overview of Gender Transport Surveys TRN-43 TRANSPORT NOTES WORLD BANK GENDER TRANSPORT SURVEYS: SEPTEMBER 2011 65599 AN OVERVIEW Julie Babinard Between 2008 and 2010 the transport sector initiated several country surveys to measure road transport needs and the constraints of both men and women, and more specifically how transport is facilitating or constraining access to resources, markets, and employment. These surveys were conducted as part of a lending operation or Economic Sector Work (ESW) with financial support from the Gender Action Plan (GAP), which seeks to advance women’s economic empowerment and accelerate the implementation of the Millennium Development Goal 3 (MDG3—promoting gender equality and women’s empowerment). A report that reviews the methodology used for each country GAP-funded survey, the design and content of the questionnaires and the likely effect on the analysis shows that women tend to have access to a wider range of social and economic opportunities when transportation is available, safe and secure. Except for the country surveys done in the Middle East and North Africa region (MENA), the methodologies, including selection of respondents and sampling, definitions of key transport concepts such as access and the structure of questionnaires adopted across surveys varied significantly. Useful information and data were collected across surveys but comparison between the surveys is difficult beyond the contextual and socio-demographic characteristics of the selected countries, primarily due to differences in survey methodologies, selection of respondents (only women were interviewed in some cases), differences in objectives of the surveys and quality of reporting. Overall, the survey questionnaires were designed to ensure wide coverage of the factors that may influence gender access to transportation (remoteness of villages, quality of existing access roads and of public transportation, poverty status, and availability of economic opportunities). The main recommendation of the analysis is that a standardized approach should be promoted for collecting and evaluating gender data in transport and the possible creation of a questionnaire module to be easily adaptable for future surveys to collect and report gender-disaggregated data that can meaningfully inform transport policy. Substantial background work in the transport sector was done to develop a transport module to be used in nationally representative surveys. This work could be expanded upon to focus on gender and transportation. 1|Page TRN-43: Overview of Gender Transport Surveys - transport constraints and patterns in different country settings, whether in rural or urban Policy-relevant data on gender access to areas. However, the research agenda and BACKGROUND transport (such as how men and women use design of each survey varied significantly transportation; how access to transportation is across studies, depending on the particular generally related to market (labor, product) objectives of each survey. and on gender use of transport for service Only the surveys done in Morocco and Yemen access (such as health and education facilities) included the same or similar research policy is needed to help plan and implement gender- questions on whether transportation systems responsive transport projects and policies. meet women’s transportation needs in rural or This is particularly relevant as traditional urban areas. The other survey questions transport data (traffic flows, passenger suggest that the research sought to measure volumes, and so on) is typically not ‘mobility’, ‘access’ to facilities and services and disaggregated, thereby limiting the necessary ‘accessibility.’ However, except for the evidence needed to support and to help Bangladesh survey which provides definitions formulate recommendations on gender for access, mobility and accessibility in the transport measures. particular context of the study, the other A total of seven transport surveys were studies’ terms of references did not include undertaken between 2008 and 2010 with the any definition or parameters that would help from GAP funds to seek data on how describe the measures for determining access, transport infrastructure and services facilitate mobility and accessibility. or constrain women’s mobility and access to The lack of consistent definitions across resources, markets training, information and surveys hindered the comparability of the data employment. These surveys were undertaken collected. Likewise, it is not clear whether any because Task Team Leaders were willing and of the measures used and the data collected motivated to apply for GAP funds to support did satisfy the research objectives of the country research and also because of the surveys as the survey reported only specific country socio-economic conditions conclusions from the data collected. No that lent themselves to focus on gender conclusions were linked to meeting the transport and mobility issues in the countries research objective. Likewise, findings or selected for the surveys. recommendations were made based on a review of the variables that could help Four studies on gender and transport were estimate policy-relevant data in the sector. done in the MENA region; two in Yemen, one Providing definitions for the terms used could in West Bank Gaza and one in Morocco. The have been useful. For example, a more useful other surveys took place in three countries in definition of access might include describing a South East Asia region: Afghanistan, India and demand for a particular transport service or Bangladesh. the household or individual costs of coping with unreliable services. Collecting data on precise and defined measures could have then been linked to generate comparable and The surveys aimed to collect data and OBJECTIVES OF THE SURVEYS accurate data. qualitative information about gender 2|Page TRN-43: Overview of Gender Transport Surveys in reports for which there was no information The selection of respondents in the surveys or reference provided. To varying degrees, all SAMPLING AND DATA COLLECTION ranged from representative survey households questionnaires included questions related to samples to randomly selected users selected in access to transport infrastructure and targeted study areas. The specific services; reasons for travel (journey length characteristics for each survey, which are and purpose); travel patterns and mobility summarized in Table 1, show that all the constraints. surveys included samples of households The technical information provided in several selected from a city, specific urban, or village country reports shows that a careful process areas. These unique purpose samples were was generally followed for designing and selected for all surveys to represent particular testing the questionnaires. Questionnaires for segments of the population of interest, the country studies tended to be field tested. gathering detailed data on specific topics but In Afghanistan and Morocco, it was reported not from samples that can be considered to be that questionnaires were modified following nationally representative. The total number of field testing to reflect the local specificities and households surveyed has tended to be small, issues. The majority of the questionnaires ranging from 360 in the rural Yemen survey to were pre-coded. This can significantly 1,180 in the Bangladesh survey. This was in minimize potential interviewer and data entry part due to budget and time constraints. errors and reduce the time that a respondent Information about the sampling process and may be spending being interviewed. data collection were not recorded in the final reports and it is therefore difficult to assess Only for the country surveys of the MENA how well these procedures worked in the region were the questionnaires replicated and fieldwork phases of the surveys. Likewise, adapted to meet local context differences in there is no information provided on the terms of cultural and political challenges selection of respondents within the household. between countries. The questionnaires aimed For the surveys where individuals were to ascertain the degree to which selected at point of use, some information was transportation systems were responsive to provided as to how the selection process took women’s needs and thereby facilitated or place. discouraged women’s economic activities, both in relation to securing business needs Questionnaires were purposely created for the (moving products around, and so on) and in surveys and varied greatly in focus of analysis, having access to resources and knowledge length and format. These included unique (using transportation to purchase products questions that each survey sought to cover and necessary for productive use such as fertilizer based on funding available and the amount and equipment, access support services and and quality of data that the surveys were able networks, gain knowledge for production, and to collect. As a result, the questionnaires so on). The cost of transport for people and varied in length, format and types of questions goods and the quality of transport services included. Several surveys were fairly narrow (frequency, appropriateness of times) was also in scope with some questions that can seem considered. biased and relied on data previously published 3|Page TRN-43: Overview of Gender Transport Surveys - Table 1: Characteristics of Transport and Gender Studies Study Sample size Questionnaire & Focus group & transport logs Location of data collection country methodology (Urban) Yemen 540 (180 men; 360 Over 50 questions in 2 focus groups for men and 2 for women 225 interviews at the interviewees women) structured and pre-coded in each selected area; transport log work or study place (university, questions that also included covering 4 days of activities (time; fare vocational training center, open-ended responses (cost); duration of each trip, and whether community college, factory, office, public transport is used) health care center, etc.) and at least 315 interviews done in interviewees’ houses. 360 (60 from each Over 80 questions in The sample is composed of 50% males Quantitative data was collected village and 180 from structured and pre-coded and 50% females from different age through 60 interviews in three (Rural) Yemen each governorate; half questionnaires that included groups, education levels, social different villages, based on formal of them were men). open-ended responses. Two background and occupation. 2 focus questionnaires. different questionnaires groups for men and 2 focus groups for were developed: one for women were held in each village to collect men; one for women. qualitative data. 1180 hh (511 men; 669 Over 70 questions in semi- 8 interviews and five focused group Mirpur corridor along 6 areas (New women) structured questionnaire. discussions (FGD) of gender-aware Market; Kalabagan bus stand; Asad Bangladesh persons; 9 interviews and 1 FDG of Gate; Shyamoli; Technical and transport-aware persons Gabtoli bus terminal). 1680 hh selected from Over 100 questions included 56 focus group discussions (46 with men 665 hh living near State/National 48 villages in semi-structured and pre- and women selected from 50% of villages; Highways and 1015 hh living away India coded questionnaire. and 8 with women selected from hh near from State/National Highways National/State Highways corridors in Sonipat and Gurgaon) 385 women and men Over 140 questions in 9 focus group discussions were held in the 3 governorates were selected to be aged 16 years and structured and pre-coded 3 Governorates attended by 96 representative of geographic, social, West Bank above questionnaire that included participants (females and males). 1 FGD economic, and political variation. open-ended questions. A was held with each of the following qualitative questionnaire groups: men, drivers, and university with more than 10 questions students. In addition, 6 FGDs were held was also developed. with women. Respondents were selected on the basis of certain political, economic and social characteristics. A weekly transportation log covers 2505 trips. 822 interviews (598 Nearly 200 questions in Nearly 70 interviews with women 8 districts female; 224 male) structured and pre-coded respondents and 16 focus group Morocco questionnaire discussions with transport providers and city officials. A transport log was also developed. 323 hh from 12 villages Over 360 questions included Data collected from 6 provinces in structured questionnaire including Herat, Kunduz, Saripul, Afghanistan organized in 14 modules 1 Kapisa, Nangarhar and Daikundi selected based on population densities; regional representation; topography and economic activities. 1 The 14 modules include hh composition; hh possessions; cash income sources; grinding grain; water collection; fuel collection; markets and commercial centers; health; travel to non-market and health centers; land; farm inputs; crop harvesting; crop marketing and products; farm system data). 4|Page TRN-43: Overview of Gender Transport Surveys appropriate responses could help bring some A number of country surveys included focus changes. FOCUS GROUPS groups and key informant discussions Gender differences exist in the way covering a broad range of stakeholders transportation is used and accessed, with including village or community associations; women more likely to walk and use public transport operators; women’s associations; transportation (Figures 1-4). The combination relevant government agencies and of social constraints and low economic representatives; local stakeholders. The resources result in a low female access to studies in MENA included focus group private and intermediary means of transport. discussions with respondents, transport Thus, women rely mainly on walking and providers and city officials despite logistical public transport to get from one point to difficulties experienced, including the short another. Also, women reported needing time span available to undertake the studies. transportation at different times than men’s, Focus groups provided valuable qualitative resulting in their having to arrange their information and in some cases complemented schedule to access public transportation when surveys with data gaps or lack of data these are available: early in the morning or at disaggregation. However, the research noon time (World Bank 2010b). methodology and participation criteria of Transport costs are a constraint factor for some focus group discussions could have been women’s mobility and transport use. In better targeted. particular, the proximity of transportation to the house and time spent in transportation also have an impact on women’s decision to travel and has an impact on their social and The country survey data show that results MAIN FINDINGS economic empowerment. A common factor from the GAP country surveys are consistent that was reported as hindering the use of with results from other key studies and the public transportation by women is the fact literature on this topic for developing that transport costs are higher for them countries, in particular in relation to the type because they need special seating conditions of transport mode chosen (walking and public or they have to travel with a male family transport are modes of transport more member. typically used by women while private motorized transport is more often used by Cultural and social factors very strongly men) and the time that women spend on influence women’s mobility and use of average in transportation. Women are affected transport. Social norms and security by problems related to project implementation constraints can result in low female access and that can impact both pedestrian infrastructure use of private and intermediary means of and any resettlement more significantly than transportation. Women's mobility, particularly men. Cultural and social factors that can in rural areas, is severely circumscribed by constraint women’s mobility patterns are very cultural and religious norms. strong factors affecting mobility but it appears that some of the mobility patterns (movement Likewise, personal security issues pose in groups for example) and the use of cultural- significant constraints on women’s mobility and use of transport. Women do not wait for 5|Page TRN-43: Overview of Gender Transport Surveys - the most adequate public transport means: they would rather take the one that comes Figure 3: Percentage of males and females who first, because they might be verbally or use transportation to attend social activities physically harassed while waiting in the streets. When public transportation has a random schedule, women would rather not use these, thereby giving up on work or involvement in productive activities. Street lighting protects women from aggressions or thefts. When it is unavailable, women feel unsafe walking the slightest distance. * public transportation only Figure 1: Percentage of males and females who use transportation to go to a market Figure 4: Percentage of males and females who use transportation to go to health clinics or hospitals * public transportation only Figure 2: Percentage of males and females who * public transportation only use transportation to go to work A number of lessons on the survey process and CHALLENGES AND LESSONS LEARNED on some of the findings themselves can be drawn in order to improve and replicate the methodologies in other country contexts. The review of the country surveys shows that simple survey methods, including focus groups discussions, can be designed and adapted to meet local and context specific needs and in the process successfully collect data to help * public transportation only design sector interventions. Partnership and 6|Page TRN-43: Overview of Gender Transport Surveys dialogue among local and municipal studies. It would have been useful to get a set authorities as well as with transport of variables or indicators that could have authorities and residents’ associations or helped distinguish and contrast patterns groups are also critical to successfully carry across geographical areas and levels of out data collection. development. In certain instances, there were questions that could have been avoided or Several surveys went beyond simply collecting were not necessary; similarities or differences gender data in relation to transportation and between questions for rural and urban areas collected data that can be useful in relation to could have been easily anticipated. other socio-economic aspects. Data included information on agricultural and other economic activities, employment, market The quality of data collected rests on the access, community activities and use of the capacity for supervision. The survey tools design and use of the questionnaire and on infrastructure. However, this data and the and methodology could be replicated in results of their analysis would have to be similar survey work through other transport carefully reviewed and evaluated to be useful project contexts in the region or other client for other sectors’ analysis and before any countries. However, the survey questionnaires subsequent relevant policy could be would need to be simplified, adapted or recommended. modified to a new country context before being replicable in other countries. In addition, carrying out field research is challenging and the survey methodologies. The GAP gender close supervision is recommended. The quality Ensuring the adequacy and replicability of transport surveys were innovative and assurance aspects of the surveys were left to designed specifically for application in the consultant hired to undertake the studies. This sector. The gender GAP transport surveys can ultimately hinder the quality of reporting were not intended nor were the resources as well as the extent to which survey available to meet national efforts for questionnaires and findings may have been understanding gender constraints and needs influenced by prior knowledge on possible in transport. Yet, the fact that there are only a gender and transport challenges. handful of national and local surveys available to contrast the adequacy and relevance of the methodology and results of the GAP transport female data. A key issue for comparing gender Gender data should include both male and surveys makes it difficult to evaluate the transport aspects is the collection of both male adequacy of the methodologies. In particular it and female data. In the case of the Haryana is difficult to assess what elements should report in India, only women family members serve as benchmarks in terms of duration and were selected as respondents for household time of the surveys, the costs, and the interviews. The collection of data by women- questionnaires required to undertake gender only respondents led to a lack of data and transport surveys. disaggregation by gender at both the individual and at the household level. As a While each survey presents benefits and useful result, except for providing a description of the results at the country level, differences in gender distribution of the household members methodologies, sample sizes and sampling included in the survey, there was no data focus make it difficult to adequately compare collected or reported across gender in the country data which varies greatly across 7|Page TRN-43: Overview of Gender Transport Surveys - report. As a result comparable data on men’s Adapting to difficult country contexts. There and women’s experience about the same were difficult political contexts and parameters is not available. Likewise, women unfavorable conditions for field research in a in a couple of surveyed villages had limited or few of the countries surveyed. In Afghanistan, no mobility so far as traveling outside the a major challenge for adequately carrying out village on a regular basis (like for a work the survey was the difficult political situation. related trip). As a result getting any robust Security conditions made it very challenging to information regarding their perception on carry out field research and prevailing transportation systems and shortcomings was cultural/religious norms made the task even difficult to collect. This was the case in the more difficult. In general, enumerators were studies done in India and Afghanistan. In India, unwilling to travel to rural areas, even when only 35% of the surveyed respondents had these areas were in the secure regions of the witnessed road construction in last five years. country. Due to the cultural context only female enumerators were allowed to interview women. There were also very few qualified female consultants available because of Lack of clarity in the methodologies adopted analysis. For the India survey, the cultural/religious norms. As a result, the team and in reporting can hinder the quality of methodology adopted did pose problems for struggled to identify qualified female the analysis and interpretation of the results. enumerators who were willing to travel to The analysis of the data was carried with rural Afghanistan. The difficult security respect to two specific parameters, the situation also limited the survey work to distance to each village from the nearest provinces to which the enumerators could national/state highway and whether the travel. Despite these obstacles the field village belonged to any vulnerable block. research was successfully completed. Three categories for block vulnerability were used (non-vulnerable, transitional and vulnerable blocks) but no definition as to the awareness-raising on gender. The surveys Developing capacity building and definition or qualitative issues pertaining to helped raise awareness on gender issues, the vulnerability was presented. Other problems development and/or strengthening of gender included the lack of definitions for terms mainstreaming issues within client institutions relevant for understanding the data such as and in some instances led to the take-up of the what is a ‘transportation facility’ and the lack gender mainstreaming agenda by local and of measurement to define the distance that national authorities. In Afghanistan, the was selected to categorize the households survey work formed part of a larger approach living in villages either near or far from to sensitize the implementing ministries of the highways. Likewise, in the Bangladesh survey, National Rural Access Program to questions of the inclusion of data and analysis from four gender, social outreach, and environmental previous surveys with different sampling sizes safeguards. In particular, the Ministry of Rural from different locations meant that the data Rehabilitation and Development took interest should not technically be comparable over that led to the appointment of six regional time. However, the analysis in the report social inclusion officers and a national officer compares the data over time and infers who are now tasked to mainstream safeguards conclusions that are not directly substantiated and gender dimension into project with the information and data provided. identification and implementation. 8|Page TRN-43: Overview of Gender Transport Surveys example and the use of cultural-appropriate in transportation. A key aspect to consider responses could provide opportunities for Usability of survey findings on gender issues across surveys in order to assess the success of change. the research activities is the extent to which findings from the surveys were considered or incorporated in the design of follow-up urban areas. Women’s mobility is very much There are gender specific challenges in transport operations/investments and how dependent on their ability to walk, thereby the lessons learned may shape the preparation limiting their access to smaller distances and and design of future projects. In fact, the main access to economic and social opportunities. risk with undertaking new transport gender surveys is insufficient understanding and upgrading, rehabilitation and maintenance is Enhancing urban streets through ownership of the recent findings and an important step towards improving mobility recommendations of the country surveys and for all and women in particular. Likewise, little follow-up. infrastructure, including sidewalks and providing an adequate pedestrian appropriate pedestrian crossings on highways would greatly enhance pedestrian safety. This would likely also benefit men who tend to be more affected by road accidents and injuries RECOMMENDATIONS (although not discussed in any surveys) as to transportation. Gender mainstreaming is a well as women who walk for the majority of Encourage gender research that is specific cross-cutting theme in the World Bank’s the time. It would also reduce women’s portfolio and a cross-cutting challenge. isolation in the peripheral zone and provide Transport might be a particularly difficult area better access to opportunities. Lighting to mainstream gender considerations which streets, especially in urban and peri-urban means that continued research and application and peripheral zones, would allow women to of the findings will be necessary. In particular, move securely for a longer part of the day there should be an emphasis on research which could allow them to take night-time related to the various gender factors that can work or education opportunities. improve the mobility and accessibility of users and other relevant aspects of their security …as well as in rural areas…One issue that has and safety. Dedicated funding for gender reemerged in the context of the rural surveys research is invaluable but will not guarantee is the question of whether we should focus on full mainstreaming unless there is a greater interventions that bring ‘the services to institutional push with associated resources women’ rather than ‘women to the services.’ In and management support across institutions Afghanistan, women rarely avail of and operations. Teams should be encouraged government services which are located in the to engage in research and pilots even when the district or provincial capital and are always expected outcomes are modest. accompanied when they travel. As a result, more thought should be given to the location Expectations in terms of behavior change and of government services (schools, clinics, and policy reforms need to be aligned with country so on) and to ways of making them more realities. It appears that some of the mobility accessible for women. Women are simply not patterns such as movement in groups for permitted to travel other than under very 9|Page TRN-43: Overview of Gender Transport Surveys - limited conditions imposed by male patriarchs in this village that donkeys are most used by – fathers, husbands, and other close male women to carry heavy loads. It is relatives. recommended to encourage small entrepreneurs to propose donkeys or Moreover, in certain instances, male mobility handcarts for rent in Yemeni villages. This is not significantly higher when compared to could be achieved through the provision of that of women. The study in Afghanistan micro-credits to help small entrepreneurs revealed that men’s regular mobility is launch this activity. restricted to within 90 minutes of travel time around their homestead. Rural infrastructure therefore should not be only about provision Gender-sensitive policies and investments of roads but also other types of physical warranted. A very good contextual solution for targeted action in transport are communications infrastructure. Given the proposed is the reliance on schools, media and unavailability or unreliability of motorized mosques as vectors of change for influencing vehicular traffic in the rural areas, the policy changes and cultural norms about efficiency of rural infrastructure is reduced. women’s mobility and the positive impact of Particularly in areas where the mode of improving their mobility on the household. transport is predominantly animals, foot Likewise, the suggestion that women can move bridges would be more responsive to the in groups offers them the opportunity to move needs of the people. securely without the presence of a male family member. Increasingly, in a number of A key conclusion from the survey in developed economies (Japan, Mexico, Brazil) Afghanistan is whether rural investments there are women-only transport services should be prioritized to connect women to being developed to counter women’s difficulty health and/or education facilities. Priority in traveling alone. Although it is not a could also be given to road investment that recommended long-term solution, it can also would only be considered as part of a specific help bring gradual changes and act as a package to improve health or education stepping stone for women to reach economic facilities in the geographical area concerned and empowerment opportunities. (World Bank 2010). Likewise, structures such as footbridges would be more suited to the walking needs of women. Gender sensitive interviewing and female encouraged. Female focus discussion groups, focus group discussions should be or female key informants, should be used to enquire into the present barriers to the use of It is important to sustain efforts in providing transport services provided by different types villages with roads and encourage the use of The report on Yemen concludes that IMTs of vehicle, and cultural attitudes governing intermediary means of transport (IMTs). such as donkeys, motorcycles and handcarts women’s use of services. Without this are useful in rural areas. Donkeys in particular information it will be difficult to define are used, when available, by women to practical countermeasures and policy. transport heavy household items such as water, gas cylinders, flour, and firewood. Not It has been documented in other previous all households can afford to own donkeys travel surveys that data may not be collected though. In the village of Al-Hawta, smart small to report on women’s needs because they fail entrepreneurs propose donkeys for rent. It is to reveal travel patterns from the previous day 10 | P a g e TRN-43: Overview of Gender Transport Surveys or because women may not have travelled on the roads; frequency of such vehicles; setting day of interview because they have more up of wayside public amenities such as bus irregular travel patterns. Also, the analysis stops; public lavatories; and safety features should consider whether the duration or date such as footpaths; drains; construction of of interview questions plays a role in collecting underpasses and crossovers could lead to transport-gender disaggregated data and having a significant proportion of women whether surveys document the reasons why participation as these factors affect women women do not travel, not just why they would more than men especially during and after travel. road construction. needs and constraints. Country surveys have Raise awareness on women’s transportation Restoration of livelihood and income is shown that women’s mobility is significantly Evidence from India also confirmed that equally important to women and men. constrained due to cultural and social norms. during construction works and post Interventions aimed at improving women’s construction, apart from the safety features, mobility will need to circumvent policies that women also suffer a disproportionate amount prevent women from moving beyond the of economic losses, as quite often the male limits of their villages. Awareness campaigns members of their family migrate to look for and capacity building activities aimed at work beyond the project impact area. Such raising awareness on women’s migration of male members often cause transportation’s needs and constraints could financial strain to the women and children of be a first step in influencing changes toward the family left behind and at times enhance the improvements in women’s mobility. In Yemen, health vulnerability of women. for example, it was suggested that an awareness campaign could be channeled Women are largely engaged in the informal through the media, mosques, and boys’ and sector—gathering forest produce, working in girls’ schools. Such a campaign could present the fields, or selling grass. Women’s economic smart ways for enhancing women mobility activities are an important source of income with respect to local culture, such as for households. Loss of private or common encouraging women with similar needs to property or loss of access to a common move collectively, reducing the need for a property will result in loss of livelihood, muhram and thus lowering transport costs. adding to women’s economic hardships. Therefore, it is important to enumerate women’s economic activities in the planning stage of a transport project that may lead to Public participation that systematically displacement or resettlement. includes women during project sought. The study in India reported that public consultations and preparation should be participation in villages and in communities to mitigate losses from involuntary displacement gender focus. A follow-up activity to the Develop a transport data module with a should specifically encourage and invite transport and gender surveys could be to women to share their views on the mitigation create a standard or model survey module for process. Likewise, discussions about the type transport based on adapted and/or of road construction; width of road to be standardized versions of typical transport/ constructed; types of vehicles to be allowed on travel user surveys and/ or national household travel surveys. Data could also be collected as 11 | P a g e TRN-43: Overview of Gender Transport Surveys - part of the multi-topic household surveys of Questionnaires for Developing Countries, Volume I the Living Standards Measurement Study and “Community Data.� Pp. 253-255 in ___ Vol III. (LSMS) type. Substantial background work for Washington DC: The World Bank Group. developing a transport module has already World Bank. 2005. Afghanistan: been carried out and could be expanded upon to include a focus on gender and National Women in Afghanistan’s Future. World Bank: Reconstruction and Poverty Reduction – The Role of transportation (Baker and Denning 2005; Washington, DC Frankenberg 2000). A remaining issue will World Bank. 2007. Transport &Gender. Making also be to agree on a definition or common transport policy sustainable requires paying nomenclature for defining what constitutes attention to the mobility constraints and needs of transport accessibility and how related both women and men. Gender and Development variables linked to investments or policies Group, The World Bank, Gender and Development may influence transport outcomes across Briefing Notes. gender. World Bank. 2008. Safe, Clean and Affordable… Transport for Development - The World Bank Group’s Transport Business Strategy for 2008- 2012. Washington, DC. REFERENCES Babinard, Julie and J. and Scott, K. 2009. “What do Existing Household Surveys Tell Us about Gender World Bank. 2010. Rural Access and mobility in and Transportation in Developing Countries?�, The World Bank, Washington, DC. Washington, DC. March. Afghanistan – A Gender-sensitive Analysis. Baker, Judy L and William Denning 2005. World Bank. 2010b. Gender and transport in the “Development of a Transport Module for Multi- topic Surveys.� TP-5 Transport Papers. Washington from the West Bank and Yemen. Middle East and Middle East and North Africa Region. Case studies DC: The World Bank Group. North Africa Region. Transport and Energy Unit. Washington DC. Frankenberg, Elizabeth. 2000. “Community and Price Data.� Pp 315-338 in Grosh, Margaret and World Bank 2010c. The Haryana, India, Transport Paul Glewwe (eds.). Designing Household Survey Survey. Washington, DC. March. About Transport Notes This Note summarizes the analysis of a forthcoming World Bank Transport Paper (TP-37): “What Have We Learned from Measuring Gender Travel Patterns in World Bank Transport Surveys?� by Julie Babinard. Julie Babinard is Environmental and Social Development Specialist in the Transport Unit, Sustainable Development Network at the World Bank. The excellent research contributions and assistance of Thokozani Kadzamira (Consultant, Gender and Development Group, Poverty Reduction and Economic Management Network) are gratefully acknowledged as well as the peer reviewing guidance of Nistha Sinha, Sr. Economist, Poverty Reduction and Economic Management Network. The goal of Transport Notes Series is dissemination of recent experiences and innovations in the World Bank’s transport sector operations. For more information please visit www.worldbank.org/transport. This Note is a product of the staff of The World Bank. The findings, interpretations, and conclusions expressed in this volume do not necessarily reflect the views of the Executive Directors of The World Bank or the governments they represent. The World Bank does not guarantee the accuracy of the data included in this work.  2011 The International Bank for Reconstruction and Development / The World Bank 12 | P a g e