1. Alexandra Silva Moyano César A. Ruiz Rojas
ITEA
ANNUAL CONFERENCE ON TRANSPORTATION ECONOMICS
JUNE 23, BARCELONA 2017
Transport costs and the main modes of transportation in the location preferences of the Metropolitan Region of Bogotá
Alexandra Silva Moyano
César A. Ruiz Rojas

2. Alexandra Silva Moyano
She is a Civil Engineering and Master Transportation Engineering, graduated from Universidad Nacional de Colombia. Member of research group called Programa de Investigación en Tránsito y Transporte at Universidad Nacional de Colombia. She has worked on a variety projects about urban and regional planning, transport and mobility.
10/03/2017
Universidad Nacional de Colombia – Facultad de Ingeniería

3. Universidad Nacional de Colombia – Facultad de Ingeniería
Content
Background and Working Question
Spatial interaction and Commuting within Metropolitan Región of Bogotá
Interdependency Between Transport and Metropolitan Space Structuring
Conclusions
10/03/2017
Universidad Nacional de Colombia – Facultad de Ingeniería

4. 1. Background and Working Question

5. The Metropolitan Region of Bogotá a Case Study
Bogotá (Core City)
Population close to 8.1 million inhabitants (2017)
26% of Colombia GDP
Metropolitan Region:
29 cities - municipalities (including Bogota)
Population close to 10 millon inhabitants (2017)
32% of Colombia GDP
At present the Metropolitan Region is not constituted as a political-administrative entity nor has metropolitan government
Source: Own elaboration
10/03/2017
Universidad Nacional de Colombia – Facultad de Ingeniería

6. Research question - Objective
What has been the role of the main modes of urban and metropoloitan transport in the spatial structure and land occupation forms in the metropolitan region of Bogotá during the period ?
Identify and characterize the role of the main transportation modes, urban and metropolitan, in the spatial structuring and land occupation processes of the metropolitan region of Bogota ( )
10/03/2017
Universidad Nacional de Colombia – Facultad de Ingeniería

7. 2. Spatial interaction and Commuting within Metropolitan Región of Bogotá

8. The demand for interurban and daily trips
825,700 average intercity trips (Bogotá - Metropolitan Cities) (2011)
(86% - 14%)
10/03/2017
Universidad Nacional de Colombia – Facultad de Ingeniería
Source: (Bogotá Planning Secretary, 2014)

9. Modes and Transport Networks
10/03/2017
Universidad Nacional de Colombia – Facultad de Ingeniería
Source: (Bogotá Planning Secretary, 2014)

10. Modes and Transport Networks
TPC (Collective Public Transportation, based in Individual Bueses ) and the Bogotá-Soacha conurbation (second city)
The closest cities to Bogota make more trips TPC, TM (BRT) and private vehicle.
In the more distant cities, most trips are made by private car and transport of individual buses connecting to the BRT (TM)
Viajes Totales
Municipios más
Distancia Promedio (Km)
Municipios más
cercanos
10/03/2017
a Bogotá
Universidad Nacional de Colombia – Facultad de Ingeniería
distantes a Bogotá
Source: Own elaboration

11. Modes and Transport Networks
The Region does not have a metropolitan public transport system
Flexible network:
Urban and highway road infrastructure.
Semi-Fixed Network:
Bogota's massive public transport system (BRT), which is urban only.
Fixed Network:
Railway Lines (north, west and south) unworkable in the region since the 60s about.
10/03/2017
Universidad Nacional de Colombia – Facultad de Ingeniería
Source: Own elaboration

12. Universidad Nacional de Colombia – Facultad de Ingeniería
Transportation costs in the Location of Housing and Economic Activities
Source: Own elaboration
10/03/2017
Universidad Nacional de Colombia – Facultad de Ingeniería

13. Trip Time: The Opportunity Cost of Spatial Interaction
The private vehicle has less average trip time compared to BRT trip time.
The difference between the two modes: 
30 minutes (in the nearest towns) and
40 minutes (in the most distant municipalities)
Transhipments by mode change to connect with the BRT system in intercity trips (Flexible network vs. Semi-Fixed Network).
Weighted Average Time (minutes)
Cities near Bogota
Average Distance (Km)
Cities more distant to Bogota
10/03/2017
Universidad Nacional de Colombia – Facultad de Ingeniería
Source: Own elaboration

14. Transportation costs in the Location of Housing and Economic Activities
10/03/2017
Universidad Nacional de Colombia – Facultad de Ingeniería
Source: Own elaboration from(Camagni, 2005) and (Polèse, 1998)

15. 3. Interdependency Between Transport and Metropolitan Space Structuring

16. The resulting Occupation Patterns in the Region
The increase of land urbanization has not implied a consolidation of the urban centers of the city- municipalities. The cities have prioritized the development of rural land with high densities, especially around the regional integration roads that connect Bogota with the Region.
10/03/2017
Universidad Nacional de Colombia – Facultad de Ingeniería
Source: (Bogotá Planning Secretary, 2014)

17. Land Use Structures in the Metropolitan Region
A theoretical view from the interaction betwen location and Transportation Modes
10/03/2017
Universidad Nacional de Colombia – Facultad de Ingeniería
Source: Compiled from Von Thünen (Camagni, 2005)

18. Conceptual Simulation: adaptation of the localization model
Centralidad 1
Bogotá
Centralidad 2
Municipios
10/03/2017
Universidad Nacional de Colombia – Facultad de Ingeniería
Source: Own elaboration

19. Systems Dynamics: Prospective Modeling Scenarios
Source: Own elaboration from (Bogota Planning Secrettary, 2014)
10/03/2017
Universidad Nacional de Colombia – Facultad de Ingeniería

20. Predictive Modeling Scenarios Results
Trend
Flexible Network Effect
Fixed Network Effect
Source: Own elaboration
10/03/2017
Universidad Nacional de Colombia – Facultad de Ingeniería

21. Universidad Nacional de Colombia – Facultad de Ingeniería
4. Conclusions
Transportation costs related to the commuting time through the predominant modes and transport networks have influenced the spatial structure and territorial occupation of the Metropolitan Region of Bogotá during the last two decades. In the processes of metropolitan location, housing and economic activities, the dynamics for the optimization of the transport costs associated to the different transport networks arranged to satisfy the metropolitan commuting, have contributed in the reconfiguration of spatial structure of the region in Bogotá case.
10/03/2017
Universidad Nacional de Colombia – Facultad de Ingeniería

22. Thank You