Transportation disadvantage and activity participation in the cities of Rawalpindi and Islamabad, Pakistan

Adeel, Muhammad; Yeh, Ago; Zhang, Feng

doi:10.1016/j.tranpol.2015.12.001

Cited by 47 publications

(31 citation statements)

References 41 publications

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“…However, the existence of wide gender differences in access to necessities such as education, healthcare and employment, indicate that women may be more vulnerable to reduced accessibility because of these mobility constraints (Adeel et al, 2016).…”

Section: Resultsmentioning

confidence: 99%

Gender inequality in mobility and mode choice in Pakistan

2016

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Using the nationally representative dataset of the 2007 Pakistan Time-Use Survey, this paper examines gender differences in daily trip rate, mode choice, travel duration, and purpose of travel, which are previously unreported because of limited data availability. Wide gender mobility gaps are observed in the country, where women are less likely to travel, are half as mobile as men and may rely heavily on walking. The particular social and cultural context of the country, that renders women as private, secluded and family honor, seems influential in shaping their mobility and choice of activities. Demographic factors such as age, household income, and marital status significantly decrease female mobility levels. Hence, these findings call for a gender-based culturally responsive transportation policy in the country.

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Section: Resultsmentioning

confidence: 99%

Gender inequality in mobility and mode choice in Pakistan

2016

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“…Also noteworthy is the reduced accessibility facing socially disadvantaged populations. The difficulty of mobility faced by these groups reduces their ability to participate in social activities satisfactorily; contributing directly to a scenario of social exclusion [8].This lack of accessibility generates a scenario of spatial and temporal population segregation. It is possible to identify a direct link between high vulnerability groups and the lack of access to urban equipment's that these people face.…”

Section: The Road Axis Transport and Accident Mortality: A Brief Anamentioning

confidence: 99%

Vehicular Fleet Expansion and Accidents Variation Numbers: A Contribution to the Analysis of the D. Pedro I-Tamoios Exporter Road Axis

Vernalha

Seixas

Hoefel³

2019

CJAST

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Aims: This paper aims to analyse the evolution of the fleet of vehicles on the D. Pedro I Export Corridor Axis, in the period 1998-2016 and its potential relationship with vehicle accident mortality rates with two municipalities cut by this route - Atibaia and Caraguatatuba. Study Design: The focus was to investigate to what extent the intensification of the current fleet can be related as a factor directly responsible for the increase of the occurrence of accidents, using as an indicator for this measurement the mortality rate due to accidents of Traffic. Place and Duration of Study: Study realized in São Paulo State, Brazil, for 36 months, from July 2015 to July 2018. The data used and analysed to diverse indicators were from 1998 to 2016. Methodology: The methodology for the analysis of the intensification of the current fleet in the studied region was based on the comparison between the evolution figures of the fleets and the mortality rates due to transport accidents. In this way, all values were arranged on an identical horizontal axis (referring to the years), to show possible correlations. Results: The relationship between the circulation fleet increase and the increase of accidents represents the negative impact of the processes of social and environmental changes that are occurring in the region. These processes link urbanisation, risks and vulnerability due to the lack of adequate urban planning and road safety infrastructure that exposes the population of these municipalities to a higher risk of accidents. Conclusion: The data on the evolution of vehicle fleet in the exporting Corridor unequivocally evidences an accelerated urbanisation process, while mortality rates indicate the absence or inefficiency of public sector-oriented police and the health of the population, which hinder this process and may indicate negative impacts on society as a whole.

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“…Accordingly, the se socioeconomic variables (such as age, gender, and income) capture individual preference. (Adeel et al [12] found that females are more likely than males to use personal auto due to comfort, Easton and Ferrari [11] found that boys more than girls prefer to walk or cycle to school, Kalaee et al [13] found that preference for car travel is affected by income.) Neglecting these factors hampers forecast accuracy, and hence transferability.…”

Section: Motivation For Considering An Alternative Nesting Structurementioning

confidence: 99%

“…The first bullet is significant because new nesting structures can incorporate new variables, and there is an increased understanding that the individual socioeconomic characteristics influence mode choice as much as transportation characteristics [10][11][12]. The second bullet is of interest because while much literature [13][14][15][16] has focused on modeling decisions, less frequently have models been validated for transferability to similar regions [2,17,18].…”

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confidence: 99%

Using New Mode Choice Model Nesting Structures to Address Emerging Policy Questions: A Case Study of the Pittsburgh Central Business District

et al. 2017

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Abstract:As transportation activities affect a region's environmental quality, knowing why individuals prefer certain modes can help a region make judicious transportation investments. Using a nested logit model, this paper studies the behavior of commuters to downtown Pittsburgh who use auto, bus, light rail, walking, and biking. Although statistical measures influence the selection of a nesting structure, another criterion for model selection is the policy questions such models inform. Hence this paper demonstrates how an alternative model structure allows planners to consider new policy questions. For example, how might a change in parking fee affect greenhouse gas emission (GHGs)? The proposed model showed that a 5%, 10% and 15% increase in parking cost reduces GHGs by 7.3%, 9% and 13.2%, respectively, through increasing carpoolers' mode share. Because the proposed model forecasts mode choices of certain groups of travelers with higher accuracy (compared to an older model that did not consider the model selection criteria presented here), the proposed model strengthens policymakers' ability to consider environmental impacts of interest to the region (in this case, GHGs). The paper does not suggest that one nesting structure is always preferable; rather the nesting structure must be chosen with the policy considerations in mind.

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Transportation disadvantage and activity participation in the cities of Rawalpindi and Islamabad, Pakistan

Cited by 47 publications

References 41 publications

Gender inequality in mobility and mode choice in Pakistan

Gender inequality in mobility and mode choice in Pakistan

Vehicular Fleet Expansion and Accidents Variation Numbers: A Contribution to the Analysis of the D. Pedro I-Tamoios Exporter Road Axis

Using New Mode Choice Model Nesting Structures to Address Emerging Policy Questions: A Case Study of the Pittsburgh Central Business District

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