Urban Poverty and Transport : The Case of Mumbai
This paper reports the results of a survey of 5,000 households in the Greater Mumbai Region conducted in the winter of 2004. The goal of the survey was to better understand the demand for transport services by the poor, the factors affecting this demand, and the inter-linkages between transport deci...
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| Format: | Policy Research Working Paper |
| Language: | English |
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World Bank, Washington, DC
2012
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| Subjects: | |
| Online Access: | http://documents.worldbank.org/curated/en/2005/09/6246708/urban-poverty-transport-case-mumbai http://hdl.handle.net/10986/8602 |
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okr-10986-8602 |
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oai_dc |
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Digital Repository |
| institution_category |
Foreign Institution |
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Digital Repositories |
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World Bank Open Knowledge Repository |
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World Bank |
| language |
English |
| topic |
ACCESSIBILITY ARTERIAL ROADS AVERAGE AGE BRIDGE BUSES CARS COMMUTERS COMMUTING CONSUMPTION MODULE DATA COLLECTION DATA QUALITY DEVELOPING COUNTRIES DRIVERS EDUCATIONAL ATTAINMENT FARES GPS GROUP DISCUSSIONS HEALTH CARE HOUSEHOLD ACCESS HOUSEHOLD ASSETS HOUSEHOLD CHARACTERISTICS HOUSEHOLD CONSUMPTION HOUSEHOLD HEAD HOUSEHOLD INCOME HOUSEHOLD QUESTIONNAIRE HOUSEHOLD SIZE HOUSEHOLD SURVEY HOUSEHOLD WELFARE INCOME INCOME HOUSEHOLDS JOURNEY JOURNEY TO WORK LIVING STANDARDS MEASURING INCOME MOBILITY MOTORCYCLES MOTORIZED TRANSPORT NATIONAL AVERAGE POLICY RESEARCH POOR POOR CHILDREN POOR HOUSEHOLDS POOR LIVING POVERTY ANALYSIS POVERTY LINE PRIMARY EDUCATION QUESTIONNAIRE REGIONAL PLANNING RESPONDENT FATIGUE RURAL AREAS SAMPLE HOUSEHOLDS SAMPLE SELECTION SAMPLE SIZE SAMPLING FRAME SHARING SOCIAL EXCLUSION SOCIAL SERVICES SPATIAL DIMENSIONS SPATIAL DISTRIBUTION SURVEY TRANSPORT TRANSPORT PLANNING TRANSPORTATION TRAVEL TIMES TRIPS URBAN AREAS URBAN POOR URBAN POVERTY URBAN TRANSPORT VEHICLES WALKING WALKING DISTANCE WALKING TIME |
| spellingShingle |
ACCESSIBILITY ARTERIAL ROADS AVERAGE AGE BRIDGE BUSES CARS COMMUTERS COMMUTING CONSUMPTION MODULE DATA COLLECTION DATA QUALITY DEVELOPING COUNTRIES DRIVERS EDUCATIONAL ATTAINMENT FARES GPS GROUP DISCUSSIONS HEALTH CARE HOUSEHOLD ACCESS HOUSEHOLD ASSETS HOUSEHOLD CHARACTERISTICS HOUSEHOLD CONSUMPTION HOUSEHOLD HEAD HOUSEHOLD INCOME HOUSEHOLD QUESTIONNAIRE HOUSEHOLD SIZE HOUSEHOLD SURVEY HOUSEHOLD WELFARE INCOME INCOME HOUSEHOLDS JOURNEY JOURNEY TO WORK LIVING STANDARDS MEASURING INCOME MOBILITY MOTORCYCLES MOTORIZED TRANSPORT NATIONAL AVERAGE POLICY RESEARCH POOR POOR CHILDREN POOR HOUSEHOLDS POOR LIVING POVERTY ANALYSIS POVERTY LINE PRIMARY EDUCATION QUESTIONNAIRE REGIONAL PLANNING RESPONDENT FATIGUE RURAL AREAS SAMPLE HOUSEHOLDS SAMPLE SELECTION SAMPLE SIZE SAMPLING FRAME SHARING SOCIAL EXCLUSION SOCIAL SERVICES SPATIAL DIMENSIONS SPATIAL DISTRIBUTION SURVEY TRANSPORT TRANSPORT PLANNING TRANSPORTATION TRAVEL TIMES TRIPS URBAN AREAS URBAN POOR URBAN POVERTY URBAN TRANSPORT VEHICLES WALKING WALKING DISTANCE WALKING TIME Baker, Judy Basu, Rakhi Cropper, Maureen Lall, Somik Takeuchi, Akie Urban Poverty and Transport : The Case of Mumbai |
| geographic_facet |
South Asia India |
| relation |
Policy Research Working Paper; No. 3693 |
| description |
This paper reports the results of a survey of 5,000 households in the Greater Mumbai Region conducted in the winter of 2004. The goal of the survey was to better understand the demand for transport services by the poor, the factors affecting this demand, and the inter-linkages between transport decisions and other vital decisions such as where to live and work. This paper, the first of several research outputs, describes the salient facts about travel patterns in Mumbai for both poor and non-poor households. A striking finding of the survey is the extent to which all households-especially poor households-rely on walking. Overall, 44 percent of commuters in Mumbai walk to work. The proportion of the poor who walk to work is even higher-63 percent. Walking is an even higher modal share for nonwork than for work trips. A second finding is that public transit remains an important factor in the mobility of the poor, and especially in the mobility of the middle class. Overall, rail remains the main mode to work for 23 percent of commuters, while bus remains the main mode for 16 percent of commuters. The modal shares for bus are highest for the poor in zones 1-3 (21 percent of the poor in zone 2 take the bus to work), while rail shares are highest for the poor in the suburbs (25 percent of the poor in zone 6 take rail to work). Is the cost and lack of accessibility to transit a barrier to the mobility of the poor? Does it keep them from obtaining better housing and better jobs? This is a difficult question to answer without further analysis of the survey data. But it appears that transport is less of a barrier to the poor who live in central Mumbai (zones 1-3) than it is to the poor who live in the suburbs (zones 4-6). The poor who live in zones 1-3 (central Mumbai) live closer to the non-poor than do poor households in the suburbs. They also live closer to higher-paying jobs for unskilled workers. Workers in these households, on average, commute short distances (less than 3 kilometers), although a non-negligible fraction of them (one-third in zone 2) take public transit to work. It is true that the cost of housing for the poor is higher in central Mumbai than in the suburbs, but the quality of slum housing is at least as good in central Mumbai as in the suburbs. The poor who live in the suburbs of Mumbai, especially in zones 5 and 6, are more isolated from the rich than the poor in central Mumbai: 37 percent of the poor live in zones 5 and 6, whereas only one-fifth of higher income groups do. Wages for skilled and unskilled labor are generally lower in zones 5 and 6 than in the central city, and it appears that unemployment rates for poor males are also higher in these zones. The lower cost of slum and chawl housing in zones 5 and 6 may partly compensate for lower wages. However, a larger proportion of workers in poor households leave zones 5 and 6 to work than is true for poor workers in other zones. Commuting distances are much higher for poor workers in the suburbs than for poor workers in zones 1-3. |
| format |
Publications & Research :: Policy Research Working Paper |
| author |
Baker, Judy Basu, Rakhi Cropper, Maureen Lall, Somik Takeuchi, Akie |
| author_facet |
Baker, Judy Basu, Rakhi Cropper, Maureen Lall, Somik Takeuchi, Akie |
| author_sort |
Baker, Judy |
| title |
Urban Poverty and Transport : The Case of Mumbai |
| title_short |
Urban Poverty and Transport : The Case of Mumbai |
| title_full |
Urban Poverty and Transport : The Case of Mumbai |
| title_fullStr |
Urban Poverty and Transport : The Case of Mumbai |
| title_full_unstemmed |
Urban Poverty and Transport : The Case of Mumbai |
| title_sort |
urban poverty and transport : the case of mumbai |
| publisher |
World Bank, Washington, DC |
| publishDate |
2012 |
| url |
http://documents.worldbank.org/curated/en/2005/09/6246708/urban-poverty-transport-case-mumbai http://hdl.handle.net/10986/8602 |
| _version_ |
1764407709581443072 |
| spelling |
okr-10986-86022021-04-23T14:02:43Z Urban Poverty and Transport : The Case of Mumbai Baker, Judy Basu, Rakhi Cropper, Maureen Lall, Somik Takeuchi, Akie ACCESSIBILITY ARTERIAL ROADS AVERAGE AGE BRIDGE BUSES CARS COMMUTERS COMMUTING CONSUMPTION MODULE DATA COLLECTION DATA QUALITY DEVELOPING COUNTRIES DRIVERS EDUCATIONAL ATTAINMENT FARES GPS GROUP DISCUSSIONS HEALTH CARE HOUSEHOLD ACCESS HOUSEHOLD ASSETS HOUSEHOLD CHARACTERISTICS HOUSEHOLD CONSUMPTION HOUSEHOLD HEAD HOUSEHOLD INCOME HOUSEHOLD QUESTIONNAIRE HOUSEHOLD SIZE HOUSEHOLD SURVEY HOUSEHOLD WELFARE INCOME INCOME HOUSEHOLDS JOURNEY JOURNEY TO WORK LIVING STANDARDS MEASURING INCOME MOBILITY MOTORCYCLES MOTORIZED TRANSPORT NATIONAL AVERAGE POLICY RESEARCH POOR POOR CHILDREN POOR HOUSEHOLDS POOR LIVING POVERTY ANALYSIS POVERTY LINE PRIMARY EDUCATION QUESTIONNAIRE REGIONAL PLANNING RESPONDENT FATIGUE RURAL AREAS SAMPLE HOUSEHOLDS SAMPLE SELECTION SAMPLE SIZE SAMPLING FRAME SHARING SOCIAL EXCLUSION SOCIAL SERVICES SPATIAL DIMENSIONS SPATIAL DISTRIBUTION SURVEY TRANSPORT TRANSPORT PLANNING TRANSPORTATION TRAVEL TIMES TRIPS URBAN AREAS URBAN POOR URBAN POVERTY URBAN TRANSPORT VEHICLES WALKING WALKING DISTANCE WALKING TIME This paper reports the results of a survey of 5,000 households in the Greater Mumbai Region conducted in the winter of 2004. The goal of the survey was to better understand the demand for transport services by the poor, the factors affecting this demand, and the inter-linkages between transport decisions and other vital decisions such as where to live and work. This paper, the first of several research outputs, describes the salient facts about travel patterns in Mumbai for both poor and non-poor households. A striking finding of the survey is the extent to which all households-especially poor households-rely on walking. Overall, 44 percent of commuters in Mumbai walk to work. The proportion of the poor who walk to work is even higher-63 percent. Walking is an even higher modal share for nonwork than for work trips. A second finding is that public transit remains an important factor in the mobility of the poor, and especially in the mobility of the middle class. Overall, rail remains the main mode to work for 23 percent of commuters, while bus remains the main mode for 16 percent of commuters. The modal shares for bus are highest for the poor in zones 1-3 (21 percent of the poor in zone 2 take the bus to work), while rail shares are highest for the poor in the suburbs (25 percent of the poor in zone 6 take rail to work). Is the cost and lack of accessibility to transit a barrier to the mobility of the poor? Does it keep them from obtaining better housing and better jobs? This is a difficult question to answer without further analysis of the survey data. But it appears that transport is less of a barrier to the poor who live in central Mumbai (zones 1-3) than it is to the poor who live in the suburbs (zones 4-6). The poor who live in zones 1-3 (central Mumbai) live closer to the non-poor than do poor households in the suburbs. They also live closer to higher-paying jobs for unskilled workers. Workers in these households, on average, commute short distances (less than 3 kilometers), although a non-negligible fraction of them (one-third in zone 2) take public transit to work. It is true that the cost of housing for the poor is higher in central Mumbai than in the suburbs, but the quality of slum housing is at least as good in central Mumbai as in the suburbs. The poor who live in the suburbs of Mumbai, especially in zones 5 and 6, are more isolated from the rich than the poor in central Mumbai: 37 percent of the poor live in zones 5 and 6, whereas only one-fifth of higher income groups do. Wages for skilled and unskilled labor are generally lower in zones 5 and 6 than in the central city, and it appears that unemployment rates for poor males are also higher in these zones. The lower cost of slum and chawl housing in zones 5 and 6 may partly compensate for lower wages. However, a larger proportion of workers in poor households leave zones 5 and 6 to work than is true for poor workers in other zones. Commuting distances are much higher for poor workers in the suburbs than for poor workers in zones 1-3. 2012-06-20T21:57:59Z 2012-06-20T21:57:59Z 2005-09 http://documents.worldbank.org/curated/en/2005/09/6246708/urban-poverty-transport-case-mumbai http://hdl.handle.net/10986/8602 English Policy Research Working Paper; No. 3693 CC BY 3.0 IGO http://creativecommons.org/licenses/by/3.0/igo/ World Bank World Bank, Washington, DC Publications & Research :: Policy Research Working Paper Publications & Research South Asia India |