Travel behavior of low-income residents: studying two contrasting locations in the city of Chennai, India

Srinivasan, Sumeeta; Rogers, Peter

doi:10.1016/j.jtrangeo.2004.07.008

Cited by 122 publications

(68 citation statements)

References 7 publications

(6 reference statements)

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“…Many of the findings in this paper support previous studies from other cities in the global South, namely that there are significant differences in individuals travel behavior between districts within the same city; individuals in peripheral and sparsely settled areas travel longer distances, use private motor vehicles more often (for most or all trip purposes), cars in particular, and travel more frequently (Srinivasan and Rogers, 2005;Tanimowo, 2006;Naess, 2009;Wang et al, 2011;Shirgaokar, 2016). Comparisons between districts with different characteristics within the same urban area are useful as it enhances our understanding of how planning policies play out and takes on meaning within the city system.…”

Section: Discussionsupporting

confidence: 87%

“…It was claimed that people in the global South do not base their choices of residential location, destinations, and travel modes on their attitudes but mainly on income (Shirgaokar, 2016). Srinivasan and Rogers (2005) analyzed the differences in mode choice and trip frequency due to differences in accessibility to employment and services among 70 households in Chennai. They found that the differences in accessibility strongly affected travel behavior; residents in the centrally located area made more trips and were more likely to use non-motorized modes compared to residents in the periphery.…”

Section: Urban Transformation In the Global Southmentioning

confidence: 99%

See 1 more Smart Citation

Built environment and individual travel behavior: Findings from two Bangkok districts

Olsson¹,

Tanangsnakool²

2017

J. Geogr. Reg. Plann.

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As many cities in the global South are expanding rapidly, their urban form and built environment transforms and thus people's travel demand and behaviour. This paper investigates how the built environment on district level influences individuals' travel behavior and rationales for activity and mode choice in two Bangkok districts. Findings shows that individuals in the sparse outer districtwho belong to larger households and have higher average incomes -travel more frequently, travel much longer distances, use more modes per trip, and rely on private motor vehicles to a much larger extent compared to individuals in the dense inner district. Individuals´ selection of activity location is mainly based on a wish to reach the best facility, disregarding of district, in particular work and education, and to reduce distance, especially for grocery shopping, less so for specific goods and leisure, and least for visit purposes. Mode choice is mainly determined by a combination of time, costs, and convenience. In the absence of high-capacity transit systems Bangkok's motorized vehicle fleet (and use) will most likely continue to grow among its close to 30 fringe and outer area districts located far away from the city centre and work place clusters. Here private motor vehicle use is often the only option. If these residents start driving, land use planning and/or provision of high-capacity transit will most likely have a small influence on how much they drive.

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Section: Discussionsupporting

confidence: 87%

Section: Urban Transformation In the Global Southmentioning

confidence: 99%

Built environment and individual travel behavior: Findings from two Bangkok districts

Olsson¹,

Tanangsnakool²

2017

J. Geogr. Reg. Plann.

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“…En específico, se ha documentado una menor disposición de automóviles, la carencia de infraestructura suficiente para la movilidad no motorizada, una menor cobertura de los servicios de transporte formal, y la aparición de operadores informales que establecen sus rutas preferentemente a lo largo de las principales, pero escasas carreteras que conectan con los centros urbanos (DIAZ OLVERA et al, 2013;SRINIVASAN et al, 2005). Es el transporte colectivo de autobuses y minibuses el que presta un servicio menos eficiente a las poblaciones periféricas, forzándoles a realizar trayectos más complejos y lentos (LAU, 2011: 235) Las inconveniencias se sienten especialmente los fines de semana, en franjas temporales cuando hay menos servicio del transporte colectivo (COVENEY et al, 2009;FARBER et al, 2014), cuando es más imprevisible el cumplimiento de los horarios (ETTEMA et al, 2005), o cuando se necesita ir de una zona periférica de la ciudad a otra igualmente periférica (LAU, 2011).…”

Section: Algunos Condicionantes Para La Accesibilidad Urbanaunclassified

“…El que los hogares más pobres gasten una más elevada proporción en transporte (DIAZ OLVERA et al, 2013) condiciona que sus miembros tengan que acceder a medios de transporte más lentos (LAU, 2011), en especial los motorizados (PLAUT, 2004;SRINIVASAN et al, 2005), y que muestren una tendencia a vivir en entornos urbanos compactos donde los servicios se encuentren próximos (LEWIS et al, 2010). Todo ello concurre en que para poder acceder a los servicios más básicos, las poblaciones marginadas de las periferias urbanas se vean obligadas a realizar traslados más largos (MASOUMI, 2014;DIAZ OLVERA et al, 2013), y en general, sin apenas opciones de locación y desplazamientos, se encuentran con serias dificultades para planificar viables estrategias de movilidad por la ciudad (SUSILO et al, 2014).…”

Section: Algunos Condicionantes Para La Accesibilidad Urbanaunclassified

Usos de los medios de transporte y accesibilidad urbana. Un estudio de caso en el Área Metropolitana de Guadalajara, México.

Reíllo

2016

Pap. Geo.

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RESUMENEn las últimas dos décadas la organización del territorio y la disposición de los sistemas de transportes ha condicionado seriamente la forma como los hogares segregados de bajos recursos acceden a los principales servicios urbanos y lugares para el desarrollo de sus actividades más básicas. Esta problemática ha llevado al desarrollo de los estudios sobre la accesibilidad urbana. No obstante, la mayor parte de las investigaciones se han realizado en el contexto de las urbes desarrolladas. Este artículo contribuye a afianzar las investigaciones que se ubican en el contexto de los países pobres o en desarrollo, y tiene la intención de mostrar cómo las poblaciones de espacios no centrales y periféricos de la metrópolis llegan y se desplazan a sus centros de trabajo y educativos, a los comercios, clínicas y hospitales. Se presentan los principales resultados de una encuesta de movilidad realizada en el Área Metropolitana de Guadalajara, México en 2015, con la intención de matizar y complementar los principales hallazgos y recomendaciones sobre la accesibilidad urbana que se acuñan desde los países desarrollados.Palabras clave: Accesibilidad urbana; países en desarrollo; periferias urbanas; servicios urbanos; transporte. TRANSPORTATION MODE CHOICE AND URBAN ACCESSIBILITY. A CASE STUDY IN GUADALAJARA METROPOLITAN AREA, MEXICO ABSTRACTIn the last twenty years, the structuring of the urban territory and the organization of the systems of transportation have influenced how poor and segregated households access different locations where urban services and main urban activities are accommodated. These situation shave motivated academics to study urban accessibility, especially in developed metropolitan regions. This paper comes to grips with similar phenomena in the context of a developing urban area trying to extend and nuance the existing body of knowledge. The paper reflects in how populations in non-central and peripheral areas travel to their job, educational and shopping centers, and to clinics and hospitals. It is based on a survey carried in 2015 in Guadalajara Metropolitan Area, México, and resumes the main outcomes to update the proposals that are framed in the developed countries.

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“…The literature on transport-related exclusion provides insights into the relations between (lack of) transportation opportunities, spatial practices, and livelihoods. Its thrust is that residential locations removed from the city centre and its job opportunities result in isolation and poverty due to inaccessibility or high costs of transportation (Anand and Tiwari, 2006;Lucas, 2012;Olvera et al, 2008;Srinivasan et al, 2007;Srinivasan and Rogers, 2005;Ureta, 2008;Venter et al, 2007). Transport-related exclusion occurs when social and economic disadvantages overlap with insufficient access to transportation (Lucas, 2012).…”

Section: Planning For the Poor And Failure Of Planningmentioning

confidence: 99%

Perspectives for Integrating Housing Location Considerations and Transport Planning as a Means to Face Social Exclusion in Indian Cities

Tiwari¹

2016

International Transport Forum Discussion Papers

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Travel behavior of low-income residents: studying two contrasting locations in the city of Chennai, India

Cited by 122 publications

References 7 publications

Built environment and individual travel behavior: Findings from two Bangkok districts

Built environment and individual travel behavior: Findings from two Bangkok districts

Usos de los medios de transporte y accesibilidad urbana. Un estudio de caso en el Área Metropolitana de Guadalajara, México.

Perspectives for Integrating Housing Location Considerations and Transport Planning as a Means to Face Social Exclusion in Indian Cities

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