Gender-Responsive Public Transportation in the Dammam Metropolitan Region, Saudi Arabia

: The limited availability of public transportation in Saudi Arabia leads to an increased demand for private vehicles. An increase in using private cars does not meet the global sustainability goals, e.g., reducing energy consumption and improving the air quality. Road users should be encouraged to use sustainable mobility modes, particularly public transportation, equally accessible to both men and women However, women’s mobility has been somewhat limited and challenged in spatio-temporal terms, and partly due to socio-cultural barriers. This study attempts to understand the gender experience of a sample of public transport users and consider their aspirations and needs into daily mobility. A survey campaign (structured interviews and online questionnaires) was launched in the Dammam Metropolitan Region (DMR), taking four di ﬀ erent types of respondents into account. The results suggest a predominant preference for taxis for shopping and leisure activities due to a poor public transport service, pivotally characterized by limited operational routes, hours, and infrastructure. This study ponders upon the adequacy of the supporting infrastructures and interior design of the public buses to women’s needs and compare them with global best practices. The results suggest that, due to the absence of a gender-responsive design and infrastructure, women are forced to use taxis, although privacy and a sense of insecurity often become concerns when traveling alone or with children. The study results allow future research to be expanded, considering women’s mobility patterns, needs, and embedded barriers by comparing the results with current transport policies, plans, and practices.


Introduction
A sensible and sustainable transport system provides an opportunity for mobility and is commonly regarded as an imperative for access to socio-economic resources [1]. Traditionally, transport researchers have primarily focused on the technological and monetary dimensions of mobility. Increased awareness of the value that mobility brings renders it an encapsulation of liberty [2]. There is also a recognition of studying the social context of mobility to ensure freedom and independence rather than just improving transport infrastructure [3]. Recognizing the social dimensions of mobility are particularly essential for women who carry specific travel needs [4,5]. The role of public transportation, in this regard, integrated with the public transport options of the adjoining towns. Besides, state-sponsored financial subsidy on fuel prices allows people to choose private vehicles over public transportation, i.e., SAPTCO buses [41]. Given the higher subsidy on fuel, private cars have a greater affinity [42,43]. Furthermore, the comfort, privacy, convenience, and time independency associated with such private trips hold firm this demand.
Massive investments are made on public transportation by SAPTCO via periodical projects [39]. Yet, they severely lack an understanding of the gender-responsive aspects, e.g., privacy, convenience, need of a child caring mother, and comfort [44]. Although SAPTCO buses run through the city, its limited operational times and routes as well as inadequate, inaccessible, and lack of gender-responsive infrastructure facilities, e.g., bust stops, adjoining sidewalks, etc., force the women not to use that service. Additionally, the socio-cultural norms, such as privacy, a condition with historical, religious, and cultural importance in Saudi Arabia, severely affect women's mobility and travel patterns [12,43,[45][46][47][48].
As per the socio-culturally constructed norm, women in Saudi Arabia cannot travel or fly long distances alone without the permission of the family head. In this regard, Nihal [49] mentioned that the women population in Saudi Arabia only travel via taxi due to the absence of male family members or a private driver or car that meets their needs, which might further enhance the privacy and safety concerns. It turns out that women remain immobile, i.e., stay home for a significant portion of the day-from 10 a.m. until 5 p.m.-when they could have been mobile to perform daily activities, including grocery shopping, picking up kids from school, and other purpose-oriented trips. Factually, they need to wait for any male family members, e.g., father, brother, or husband, so that they could give them rides [45]. Thus, all the mentioned barriers result in restricted activities and socio-economic participation among women.
Regardless of such prevailing issues with women's mobility in Saudi Arabia, there remains a wide research gap in the understandings of gender-responsiveness in public transportation. So, there is a need to study the right mode choices that will cater to the women populations that are getting more educated than men and are actively participating in the country's economic growth [43]. Given the literature discussed above, the present study provides novel insights into women's mobility and gender-responsive issues using existing public transport services in a less-discussed Saudi Arabian context.

Materials and Methods
Regarding the state-of-the-art review given in the previous section, the overall aim of this study was to gain a fundamental understanding of the gendered experience of a sample of public transport users and consider their aspirations and needs into daily mobility. A survey was carried out to collect the dataset in the case study area, the Dammam Metropolitan Region (DMR) in the Kingdom of Saudi Arabia (KSA). The DMR is located within the Eastern Province of the country and includes major cities, including Dammam, Khobar, and Dhahran ( Figure 1). Sustainability 2020, 12, x FOR PEER REVIEW 4 of 18 sponsored financial subsidy on fuel prices allows people to choose private vehicles over public transportation, i.e., SAPTCO buses [41]. Given the higher subsidy on fuel, private cars have a greater affinity [42,43]. Furthermore, the comfort, privacy, convenience, and time independency associated with such private trips hold firm this demand. Massive investments are made on public transportation by SAPTCO via periodical projects [39]. Yet, they severely lack an understanding of the gender-responsive aspects, e.g., privacy, convenience, need of a child caring mother, and comfort [44]. Although SAPTCO buses run through the city, its limited operational times and routes as well as inadequate, inaccessible, and lack of genderresponsive infrastructure facilities, e.g., bust stops, adjoining sidewalks, etc., force the women not to use that service. Additionally, the socio-cultural norms, such as privacy, a condition with historical, religious, and cultural importance in Saudi Arabia, severely affect women's mobility and travel patterns [12,43,45,46,47,48].
As per the socio-culturally constructed norm, women in Saudi Arabia cannot travel or fly long distances alone without the permission of the family head. In this regard, Nihal [49] mentioned that the women population in Saudi Arabia only travel via taxi due to the absence of male family members or a private driver or car that meets their needs, which might further enhance the privacy and safety concerns. It turns out that women remain immobile, i.e., stay home for a significant portion of the day-from 10 a.m. until 5 p.m.-when they could have been mobile to perform daily activities, including grocery shopping, picking up kids from school, and other purpose-oriented trips. Factually, they need to wait for any male family members, e.g., father, brother, or husband, so that they could give them rides [45]. Thus, all the mentioned barriers result in restricted activities and socio-economic participation among women.
Regardless of such prevailing issues with women's mobility in Saudi Arabia, there remains a wide research gap in the understandings of gender-responsiveness in public transportation. So, there is a need to study the right mode choices that will cater to the women populations that are getting more educated than men and are actively participating in the country's economic growth [43]. Given the literature discussed above, the present study provides novel insights into women's mobility and gender-responsive issues using existing public transport services in a less-discussed Saudi Arabian context.

Materials and Methods
Regarding the state-of-the-art review given in the previous section, the overall aim of this study was to gain a fundamental understanding of the gendered experience of a sample of public transport users and consider their aspirations and needs into daily mobility. A survey was carried out to collect the dataset in the case study area, the Dammam Metropolitan Region (DMR) in the Kingdom of Saudi Arabia (KSA). The DMR is located within the Eastern Province of the country and includes major cities, including Dammam, Khobar, and Dhahran ( Figure 1).   The Eastern Province carries some of the biggest oil fields, which significantly contributes to the economic growth of the Kingdom. The DMR is the central exporting point for petroleum and natural gas within the Eastern Province. Therefore, this region has undergone substantial urban development within a brief period. According to the Central Department of Statistics of the KSA, the DMR has experienced rapid population growth during the last three decades [45,49] (Figure 2). Sustainability 2020, 12, x FOR PEER REVIEW 5 of 18 The Eastern Province carries some of the biggest oil fields, which significantly contributes to the economic growth of the Kingdom. The DMR is the central exporting point for petroleum and natural gas within the Eastern Province. Therefore, this region has undergone substantial urban development within a brief period. According to the Central Department of Statistics of the KSA, the DMR has experienced rapid population growth during the last three decades [45,49] (Figure 2). In connection with this development, the local public transport also was improved with the new investments. For instance, SAPTCO has provided the intra-city public transport in the DMR. However, the relatively high economic status of the citizens in this region encourages heavy car usage [45]. Moreover, the low quality of the limited public transportation does not meet the residents' mobility needs. Figure 3 shows that the only public transport route (SAPTCO bus) is around 24 km along a single alignment. Thus, due to the limited public transport infrastructure, the women population of the region also tend to use private vehicles [11,45]. Similarly, the typical travel mode for women, who do not own personal cars, is a taxi available around the region during any time in a day. Moreover, [10] found that taxis are far more preferred than public transport due to accessibility and comfort.  In connection with this development, the local public transport also was improved with the new investments. For instance, SAPTCO has provided the intra-city public transport in the DMR. However, the relatively high economic status of the citizens in this region encourages heavy car usage [45]. Moreover, the low quality of the limited public transportation does not meet the residents' mobility needs. Figure 3 shows that the only public transport route (SAPTCO bus) is around 24 km along a single alignment. Thus, due to the limited public transport infrastructure, the women population of the region also tend to use private vehicles [11,45]. Similarly, the typical travel mode for women, who do not own personal cars, is a taxi available around the region during any time in a day. Moreover, ref. [10] found that taxis are far more preferred than public transport due to accessibility and comfort. The Eastern Province carries some of the biggest oil fields, which significantly contributes to the economic growth of the Kingdom. The DMR is the central exporting point for petroleum and natural gas within the Eastern Province. Therefore, this region has undergone substantial urban development within a brief period. According to the Central Department of Statistics of the KSA, the DMR has experienced rapid population growth during the last three decades [45,49] (Figure 2). In connection with this development, the local public transport also was improved with the new investments. For instance, SAPTCO has provided the intra-city public transport in the DMR. However, the relatively high economic status of the citizens in this region encourages heavy car usage [45]. Moreover, the low quality of the limited public transportation does not meet the residents' mobility needs. Figure 3 shows that the only public transport route (SAPTCO bus) is around 24 km along a single alignment. Thus, due to the limited public transport infrastructure, the women population of the region also tend to use private vehicles [11,45]. Similarly, the typical travel mode for women, who do not own personal cars, is a taxi available around the region during any time in a day. Moreover, [10] found that taxis are far more preferred than public transport due to accessibility and comfort.  The royal decree was issued in May 2018, allowing women to drive and travel across the cities and countries independently [39]. Besides, an online portal was also launched, where women who have already obtained their driving license in other countries can apply for a Saudi driver's license. In response, women-only driving schools have already been established in all major cities of the Kingdom, including DMR, and more are to be opened. However, independent driving is still at the initial phases, and women are still dependent on drivers (private car or taxi) or other adult male members of the family [44,45], which requires improvements in existing public transportation of the DMR. Hence, to provide better insights into women's mobility, a survey campaign was launched in the DMR.
The study is cross-sectional and the survey data were collected from four different respondents, including a women population, employees of the SAPTCO and Dammam Municipality, and the taxi drivers. Among all four respondents, the data were collected using semi-structured questionnaires. Furthermore, the questionnaires were translated into Arabic to deal with the respondents' language barriers, particularly for the women and municipal officials.
Conducting interviews with women were highly challenging due to the socio-cultural issues of the Kingdom. Hence, we utilized the email directory of the DMR citizens, and the questionnaires were sent through Google Forms to 300 women. In turn, 104 responses were received. The responses received from the women participants made it possible to explore socio-demographic variables, mobility needs, travel habits, preferences and attitudes, and barriers to access to the current public transportation modes in the DMR. The women's choices towards the potential gender-responsive and women-only public transport mode were also explored from the responses. Moreover, interviews with 20 different taxi drivers were carried out for obtaining more in-depth information about women's mobility. The taxi drivers' responses helped us explore the travel frequency, the nature of usage, and prime mobility timings with taxis.
The data from officials of the Dammam Municipality and SAPTCO were collected via face-to-face semi-structured interviews. These officials provided information about public transportation, their efforts towards its improvement, and their perceptions about gender-responsive public transportation. It helped to explore the actions and role of the authorities in the provision of efficient public transit infrastructure in the DMR. Table 1 provides the detailed characteristics of the variables that were included in the survey questionnaire. Applied sensitivity analyses for the study of individual variables and their correlation play an essential role in verifying the robustness of a study's conclusions. Indeed, if the results remain robust under different hypotheses, methods, or scenarios, this can strengthen their reliability and validity. Hence, the analytical method started with a preliminary analysis to examine women participants' age, income, and education level, followed by an understanding of women's mobility needs and barriers towards using the SAPTCO bus.
The results were subsequently compared with the best practices adopted in the study area. The differences and criticalities were outlined, proposing a gender audit prototype framework and some ideas for future research on assessing the mitigation of the impacts of the analyzed topic. The graphical description provided in Figure 4 summarizes the methodological steps and the survey campaign. Applied sensitivity analyses for the study of individual variables and their correlation play an essential role in verifying the robustness of a study's conclusions. Indeed, if the results remain robust under different hypotheses, methods, or scenarios, this can strengthen their reliability and validity. Hence, the analytical method started with a preliminary analysis to examine women participants' age, income, and education level, followed by an understanding of women's mobility needs and barriers towards using the SAPTCO bus.
The results were subsequently compared with the best practices adopted in the study area. The differences and criticalities were outlined, proposing a gender audit prototype framework and some ideas for future research on assessing the mitigation of the impacts of the analyzed topic. The graphical description provided in Figure 4 summarizes the methodological steps and the survey campaign.

Preliminary Analysis of the Data of the Women Respondents
As mentioned in the previous section, the survey data was collected from 104 women respondents. The dataset included women respondents aged from 12 to 56 ( Figure 5). There was a high representation of women aged between 19 and 26 (42.3%).
However, the number of respondents was found to be decreasing with an increasing age. Results also showed that approximately 40% of the respondents had a monthly income of less than 5000 Saudi Arabian Riyal (SAR).

Preliminary Analysis of the Data of the Women Respondents
As mentioned in the previous section, the survey data was collected from 104 women respondents. The dataset included women respondents aged from 12 to 56 ( Figure 5). There was a high representation of women aged between 19 and 26 (42.3%).
However, the number of respondents was found to be decreasing with an increasing age. Results also showed that approximately 40% of the respondents had a monthly income of less than 5000 Saudi Arabian Riyal (SAR).
A total of 78% of the respondents had university graduation, followed by high school with 18% ( Figure 6). A total of 32% of the respondents had a full-time professional activity while 31% were housewives and 29% were students.
To sum up, it was seen that the majority of the respondents were young and educated professionals. It was an advantage to better understand the respondents' daily travel needs because they had active mobility.
An approximately equal number of students, homemakers, and working-class women also assisted in eliminating biased results. A total of 78% of the respondents had university graduation, followed by high school with 18% ( Figure 6). A total of 32% of the respondents had a full-time professional activity while 31% were housewives and 29% were students.
To sum up, it was seen that the majority of the respondents were young and educated professionals. It was an advantage to better understand the respondents' daily travel needs because they had active mobility.
An approximately equal number of students, homemakers, and working-class women also assisted in eliminating biased results.

Identification of Women's Mobility Needs within an Urban Settings
This section represents the current travel behavior and needs of women participants within the urban setting of the DMR. Table 2 shows that most women, irrespective of their occupation, used to travel within the city for a purpose.
It reflected the fact that most of the respondents were actively mobile on an everyday basis.   A total of 78% of the respondents had university graduation, followed by high school with 18% ( Figure 6). A total of 32% of the respondents had a full-time professional activity while 31% were housewives and 29% were students.
To sum up, it was seen that the majority of the respondents were young and educated professionals. It was an advantage to better understand the respondents' daily travel needs because they had active mobility.
An approximately equal number of students, homemakers, and working-class women also assisted in eliminating biased results.

Identification of Women's Mobility Needs within an Urban Settings
This section represents the current travel behavior and needs of women participants within the urban setting of the DMR. Table 2 shows that most women, irrespective of their occupation, used to travel within the city for a purpose.
It reflected the fact that most of the respondents were actively mobile on an everyday basis.

Identification of Women's Mobility Needs within an Urban Settings
This section represents the current travel behavior and needs of women participants within the urban setting of the DMR. Table 2 shows that most women, irrespective of their occupation, used to travel within the city for a purpose. It reflected the fact that most of the respondents were actively mobile on an everyday basis. Women had different mobility needs, which led them to have various purpose-driven trips. These trips varied according to their occupations. Figure 7 illustrate the relationship between the mobility purpose of women and their occupations. Trips by homemakers were more wide-ranging, reflecting their varied everyday responsibilities, like escorting children to school, recreational activities, accompanying other dependents out for medical checkups, meeting up their friends and relatives, and purchasing groceries. In contrast, full-time and part-time workers traveled mainly for work and escorting their children to schools. Students primarily had trips for their study purposes, recreational activities, and meeting their friends and relatives. Recreational trips were found to be a significant category of trips found for retired women, followed by trips associated with escorting children to school and purchasing of goods and groceries. Women had different mobility needs, which led them to have various purpose-driven trips. These trips varied according to their occupations. Figure 7 illustrate the relationship between the mobility purpose of women and their occupations. Trips by homemakers were more wide-ranging, reflecting their varied everyday responsibilities, like escorting children to school, recreational activities, accompanying other dependents out for medical checkups, meeting up their friends and relatives, and purchasing groceries. In contrast, full-time and part-time workers traveled mainly for work and escorting their children to schools. Students primarily had trips for their study purposes, recreational activities, and meeting their friends and relatives. Recreational trips were found to be a significant category of trips found for retired women, followed by trips associated with escorting children to school and purchasing of goods and groceries. Regarding the choice of transport modes in the region, there were only four alternatives: a private motor vehicle, taxi, SAPTCO public bus, and walking. Women's mobility choice highly depended on their daily travel needs, accessibility, and availability. The results of this study showed that 71.4% of these women have been using private cars for their everyday trips (see Figure 8). The taxi was the second most favorable and frequent traveling mode, and lastly the SAPTCO public bus and walking. Surprisingly, the percentage of women commuting with SAPTCO public buses was negligible in comparison to other choices. Around 56% of women never used this public bus before, and 20% did not even take it since last year.  Regarding the choice of transport modes in the region, there were only four alternatives: a private motor vehicle, taxi, SAPTCO public bus, and walking. Women's mobility choice highly depended on their daily travel needs, accessibility, and availability. The results of this study showed that 71.4% of these women have been using private cars for their everyday trips (see Figure 8). The taxi was the second most favorable and frequent traveling mode, and lastly the SAPTCO public bus and walking. Surprisingly, the percentage of women commuting with SAPTCO public buses was negligible in comparison to other choices. Around 56% of women never used this public bus before, and 20% did not even take it since last year. As previously mentioned, the use of a private car is quite common in the Saudi Arabia. Similarly, in the DMR response survey, it was found that 100% of the households owned private vehicles. As shown in Figure 9, 61% of the households had more than a single car. Although private household cars were common, it was found that these vehicles were not available for driving for women. As previously mentioned, the use of a private car is quite common in the Saudi Arabia. Similarly, in the DMR response survey, it was found that 100% of the households owned private vehicles. As shown in Figure 9, 61% of the households had more than a single car. Although private household cars were common, it was found that these vehicles were not available for driving for women. Therefore, the availability of these personal vehicles was time-bound, and women were immobile during the working hours of male family members. Approximately 52% of the women had no access to the private household car during the day, particularly between 09:00 a.m. and 05:00 p.m., which appeared to be a significant barrier to their daily mobility. As previously mentioned, the use of a private car is quite common in the Saudi Arabia. Similarly, in the DMR response survey, it was found that 100% of the households owned private vehicles. As shown in Figure 9, 61% of the households had more than a single car. Although private household cars were common, it was found that these vehicles were not available for driving for women. Therefore, the availability of these personal vehicles was time-bound, and women were immobile during the working hours of male family members. Approximately 52% of the women had no access to the private household car during the day, particularly between 09:00 a.m. and 05:00 p.m., which appeared to be a significant barrier to their daily mobility. Figure 9. Percentage of (a) owned household private cars and (b) private cars available to women.
During the absence of private vehicles, 48% of the women did not travel due to a lack of genderresponsive public transit services, while 52% traveled to meet their daily needs. Among those who traveled, 74.1% preferred taxis as their second most accessible mode of transport, while only 7.3% used the SAPTCO public bus. Although walking is not a commonly used travel mode in the Saudi context, it was still more preferred than the public bus. Moreover, 5.6% of women also used social networks (i.e., cousins, friends, and relatives) to perform trips.
Interviews with taxi drivers further suggested women's travel patterns with taxis. Results indicated that approximately 80% of women customers were Saudi nationals. The majority of the women taxi users (85%) were having trips for shopping, recreation, and work. Women carried out the work-related trips before 09:00 a.m. and shopping trips between 01:00 p.m. and 05:00 p.m. Besides, the most recreational trips were also carried out between 01:00 p.m. and 05:00 p.m. Moreover, it was also found that women's taxi use with adult male family members was significantly low.  During the absence of private vehicles, 48% of the women did not travel due to a lack of gender-responsive public transit services, while 52% traveled to meet their daily needs. Among those who traveled, 74.1% preferred taxis as their second most accessible mode of transport, while only 7.3% used the SAPTCO public bus. Although walking is not a commonly used travel mode in the Saudi context, it was still more preferred than the public bus. Moreover, 5.6% of women also used social networks (i.e., cousins, friends, and relatives) to perform trips.
Interviews with taxi drivers further suggested women's travel patterns with taxis. Results indicated that approximately 80% of women customers were Saudi nationals. The majority of the women taxi users (85%) were having trips for shopping, recreation, and work. Women carried out the work-related trips before 09:00 a.m. and shopping trips between 01:00 p.m. and 05:00 p.m. Besides, the most recreational trips were also carried out between 01:00 p.m. and 05:00 p.m. Moreover, it was also found that women's taxi use with adult male family members was significantly low.

Comparison of the Gender-Responsive Parameters in Public Transportation: Dammam Metropolitan Region vs. Best Practices
This section compares the gender-responsive parameters of public transportation in the DMR with the best practices worldwide. The comparison was carried out based on four gender-responsive public transportation indicators, including accessibility, comfort, security, and affordability. Table 3 provides a detailed description of the comparison.
Accessibility is one of the prime concerns in a gender-responsive public transportation system. Certain accessibility features, such as barrier-free walkways to the transit stop, spatial access, and responsive design of the transit vehicles (low-floor vehicles, provision of storage space for baby strollers, and wheelchairs) are a matter of significant concerns for the women population [28,29]. As mentioned earlier, the SAPTCO public bus in the DMR only provides spatial accessibility to a limited area. The results also revealed that it does not have the accessibility features at all. omfort within public transit vehicles and at the stops are of significant importance for the disadvantaged populations. The relevant comfort-related factors considered include temperature control, cleanliness, and ease of ticketing. Temperature control, especially in the harsh weather like Saudi Arabia, is particularly significant for the women population. However, there are no measures for temperature control at the SAPTCO bus stops while the condition is entirely satisfactory inside the bus. A similar case is observed for the aspect of cleanliness inside the SAPTCO public bus. The findings further suggested that the SAPTCO public bus system does not possess electronic ticketing where customers have to purchase manual tickets during the journey.
Personal security, especially at public transport stops, is another gender-responsive parameter that significantly influences public transport use [24]. The specific security aspects, such as the provision of security guards, lighting, good visibility, and protection of public transport stops, are crucial for the women population. In contrary to international practices, it was found that the SAPTCO public bus stops do not hold any security features. Moreover, there was no audible or visual information for the users at the SAPTCO bus stops, leading to severe constraints while accessing and waiting for the bus.
Finally, affordability of public transportation is also incredibly important for the disadvantaged population, such as women, who generally possess inferior access to private transport modes [21]. Ensuring a low-cost transit system and providing subsidies and special packages to the disadvantaged population groups are critical aspects of affordability in gender-responsive public transportation. This research revealed that the SAPTCO bus ticket is affordable, but there is no special package or subsidy for persons with special needs.

Identification of Mobility Barriers for Women Population
Based on the field survey, observations, interviews, and statistical analysis, the study has identified the number of barriers that restricted SAPTCO public bus and taxi services usage. The mobility barriers for women were summarized as follows: 1.
In the Saudi cultural context, women's privacy is an essential factor for any kind of service. This privacy factor is also a significant barrier for women in using the public bus within the DMR.
• It is found that there is no separate section for women passengers or any seats showing reservations for women in the existing SAPTCO public bus. Such a lack of privacy would not encourage women to use this travel mode.

•
Privacy is not only a problem within the bus but also in the waiting area. The SAPTCO public bus stops do not provide any privacy measures for women, such as separate waiting areas and providing separate seats.

•
Privacy is also a concern for women while using a taxi, especially when they are traveling alone.

2.
Security is a paramount concern that women face while traveling with public buses and taxis, as well as access to these services. Figure 10 shows the level of security of women while using and accessing different available modes. It is apparent that personal safety was at stake with all modes except the private car, i.e., about 88.6% of women were not worried while using a private vehicle. On the contrary, 34.8% of the women were anxious, and 34.3% of women were quite a bit concerned while using and accessing a SAPTCO public bus. The results highlight that the significant reason for making women feel unsafe is poorly maintained buses and bus stops where there are no specific provisions to make them convenient, accessible, and safe. 3. The lack of facilities at the SAPTCO public bus stops was a barrier for women in accessing a public bus:  There were no waiting rooms or shades at the bus stops. It is difficult to wait in hot weather for the bus even for 5 min, particularly for kids, women, and senior citizens.  There was a lack of information at the bus stops, i.e., there was no schedule or route map available to keep the people informed about accurate timing and travel routes, which restricted the women to use the SAPTCO bus.  The allocated SAPTCO public bus stops were minimal on their route. 4. In addition to the limited coverage of the SAPTCO bus services, the operating hours were also minimal, i.e., the SAPTCO public bus usually operates between 3:00 p.m. and 10:00 p.m., and it has no services for the morning hours. Such unavailability and lack of accessibility hindered the women population from using this bus service because the bus stops are not available within walking distance. In addition to the SAPTCO bus, 80% of women were concerned and worried about their safety in taxis. Hence, it can be said that the personal security of women in taxis is also at stake. Primarily the main reasons for feeling unsafe were traveling with unknown male drivers whilst being alone, and the privacy in taxis, which ultimately challenge their security. Furthermore, results indicate that women only felt safe when traveling or walking with others to get to the SAPTCO bus.

3.
The lack of facilities at the SAPTCO public bus stops was a barrier for women in accessing a public bus: • There were no waiting rooms or shades at the bus stops. It is difficult to wait in hot weather for the bus even for 5 min, particularly for kids, women, and senior citizens.

•
There was a lack of information at the bus stops, i.e., there was no schedule or route map available to keep the people informed about accurate timing and travel routes, which restricted the women to use the SAPTCO bus.

•
The allocated SAPTCO public bus stops were minimal on their route.

4.
In addition to the limited coverage of the SAPTCO bus services, the operating hours were also minimal, i.e., the SAPTCO public bus usually operates between 3:00 p.m. and 10:00 p.m., and it has no services for the morning hours. Such unavailability and lack of accessibility hindered the women population from using this bus service because the bus stops are not available within walking distance. 5.
The design of the intra-city SAPTCO public bus itself and its supporting infrastructure is not gender-responsive. For instance, the buses were high-floor vehicles, space for baby strollers/wheelchairs in vehicles was absent, and a lack of connecting footpaths for bus stops. Such a lack of focus by these authorities in the provision and improvement of public transport services increases the mobility constraints for the women population.

Proposed Gender Audit Prototype Framework
The concept of gender-responsive public transportation (Section 4.3. and Table 3) was discussed with the authorities. The officials of SAPTCO and the DMR municipality agreed that women's mobility issues had not been considered while designing and operating the SAPTCO public bus. The findings were consistent with the responses of the women participants. Moreover, the officials also acknowledged that the current public transport should be improved to attract women's mobility. Hence, there is a need to encourage and implement a potential gender-responsive public transit system in this region.
The municipality and SAPTCO officials admitted that potential gender-responsive public transportation systems could work in the Saudi Arabian context. Women-only mini-vans, separate sections for women within the public bus, and dial-a-ride women/family-only vehicles were suggested to be implemented into the current system by both authorities and women participants. Thus, the proposed travel modes could attract the women population and enhance their independent mobility.
Given the proposals of the women respondents and transport policymakers, the study suggests the following strategies to be implemented to overcome the barriers to women's mobility:

1.
Security, which is the prime concern for women while accessing the public transport system, should be improved by establishing CCTVs and security guarding.

2.
With a walking distance of up to 500 m, the extended public bus routes should be planned and implemented, having operating hours between 07:00 a.m. and 10:00 p.m.

3.
According to daily travel needs, more public buses should be operated for women or families, mainly from 10:00 a.m. to 05:00 p.m.

4.
SAPTCO currently provides special inter and intra-city transport services, including limousine and school buses. Therefore, dial-a-ride services can be provided by SAPTCO, particularly for women who tend to use mini-vans rather than the sedan-type cars. The online and phone booking facilities should be improved. SAPTCO can plan the routes based on the requests and direct the vans to specific neighborhoods.

5.
Separate sections for women within public buses can eliminate privacy and security concerns. Consequently, this can attract women towards the public bus. 6.
Buses should be redesigned with more accessible facilities for women who often travel with their children. Additionally, a specific space for baby strollers should be reserved. 7.
The bus stops should be designed appropriately to provide comfortable sitting facilities with suitable shade to protect users from harsh weather. The routes should also be illustrated, which could also improve accessibility.

Discussion and Conclusions
The demand for mobility of women and its characteristics are gaining attention in the organization of mobility services and, more generally, in urban policies. On one hand, there is a sheer lack of understanding about the relationship between gender needs and women's current mobility; on the other, there are evident signs of the growing interest and willingness to deal with this issue to develop more sustainable transportation that is responsive to gender needs.
This research shows how socio-cultural parameters can influence travel choices, motivations, and inequality with mobility. In particular, these differences result from structural elements (the condition of women in the labor market) and relative to the social context (role of women in the family). Specifically, the results obtained made it possible to analyze the choice of mobility within the DMR considering the evolution that is taking place over the years, reducing the inequalities between the genders that were highlighted in the literature by [50,51].
The survey was carried out in selected parts of the Dammam region in Saudi Arabia, so these results cannot be generalized to the entire population living in other parts of the region. However, they can provide an opportunity to encourage collaboration between administrations and citizens in evaluating the best travel choices and the critical issues that each user highlights as the modes of transport change. The study presented is the first step of an investigation in which the sample size and online sampling technique were justified by the limited time, resources, finances, and social barriers necessary to approach all women. Research has shown that women in the DMR have various tasks and responsibilities associated with their occupation, which affects the choice of medium.
In several regions of Saudi Arabia, Saudi women are still unable to drive and therefore rely on private drivers, husbands, brothers, children, or other close relatives to take them to work [45]. The issuance of the Royal Decree on women's driving in May 2018 has drawn the attention to mobility. It encourages fairness and, at the same time, increases the freedom of travel choice without having to rely on the presence of a companion. However, this freedom deriving from the results still has limitations depending on the time slots. Since there are still not many women with driving licenses, taxis are a preferential transportation choice because they are readily available. They are used to meet mobility needs, and the results have shown that most women travel alone or with their children. These findings are in line with previous research [44,48]. The points that emerged concern the need to facilitate access, make public transport stops safe, and adapt the interior fittings of public transport vehicles to the needs of women.
Concerning taxi transshipment, the creation of on-demand services or the promotion of "pink" taxis, driven by the women drivers at discounted rates at night and in the evening, can encourage travel. Targeted analyses on the subject can develop elements of knowledge and expand the statistical base (to know the demand for mobility disaggregated by gender), adopt gender assessment schemes in transport planning tools, promote research and knowledge of the topic, and affirming the presence of women in the governance of transport companies and the structures of public administration. These results may encourage the analysis and implementation of some on-demand taxi services. The results also showed that most women travel by taxi without men, especially in the early afternoon for shopping and leisure, which in some cases leads to privacy and security issues.
As far as public transport is concerned, it was noted that there is currently no gender-responsive public transport in the DMR. Therefore, through the second phase of analysis with an increase in the number of users interviewed, it will be possible to evaluate which variables can improve the public transport service intra-city, considering both gender equality and the need to maintain social distancing due to pandemic events. The emerging smart mobility system, such as demand-oriented, women-only, self-driving mini-buses and vans, could be essential mobility choices in the wake of COVID-19. Consequently, public transport can be made more efficient, adaptable, interchangeable, and diversified with spatial-temporal coordination and real-time data analysis through the implementation of ITS systems and/or periodic survey campaigns. These improvements can allow women to use public transport while enhancing their independent mobility and equality to get access to public transportation based on the gender needs.
This research demonstrated the importance of a larger and more comprehensive study, including gender auditing for the existing transport system in socio-cultural regions similar to the case study area. It would close the gaps between all the stakeholders who are accountable as policymakers, planners, and transport providers in order to (re-)develop sustainable public transportation. For Saudi Arabia, being a developing country, the lessons of this study would be critical to other developing nations where women face inequality in getting access to public transportation as per their daily needs. The findings of this study are also equally applicable to rural areas and remote regions where gender-based needs are key in designing sustainable transportation for all.