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Transmilenio Bogotá – Evolution and
challenges for the future
Juan Pablo Bocarejo, PhD Associate professor Universidad de Los Andes
SUR Grupo de Estudios En Sostenibilidad
Urbana y Regional 1
1. Transmilenio basics
2. Where should we be
3. Challenges
4. Research onTransmilenio
Agenda
2
1. Basics
3
1. Basics
4
Characteristics PHASE 1 PHASE 2 PHASE 3
Corridors 3 3 4
Length of segregated lanes (Km) 42,4 42,3 31,6
Number of stations 57 52 35
Number of terminals 4 3 3
Number of feeder zones 7 5 3
Length of feeders lanes (Km) 346 100 --
1. Basics
5
609
749
1.001
1.071 1.076 1.135
1.254 1.290
2004 2005 2006 2007 2008 2009 2010 2011
Articulated bus fleet
336 275
388 398 427
513 517 518
2004 2005 2006 2007 2008 2009 2010 2011
Feeder buses fleet
1. Basics
6
0,43
0,74 0,81
0,97
1,07
1,24
1,34
1,47
1,58
1,66 1,73
0,12
0,35 0,41
0,47 0,53
0,61 0,62
0,75 0,79
0,84 0,87
0,00
0,20
0,40
0,60
0,80
1,00
1,20
1,40
1,60
1,80
2,00
2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011
Pas
sen
gers
(m
illio
ns)
Passengers per day in the system
Segregated Lanes Feeder Lanes
4,6
4,1 4,1
3,3
3,7 3,6 3,4
3,2 3
2,8 3
0
0,5
1
1,5
2
2,5
3
3,5
4
4,5
5
2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011
Sco
re
Perception score of the system
1. Basics
7
Insufficient space
Blocking
access/exit
Open doors – risk of
accidents
Poor signaling
Poor information
Too
successful?
Institutional
stability
Financial
restrictions?
Delayed
expansion?
1. Basics
8
568
491
675
534
621
419 439
0
100
200
300
400
500
600
700
800
2004 2005 2006 2007 2008 2009 2010
Acc
ide
nts
in t
he
sys
tem
1.3% 1.4%
1.9%
1.4% 1.7%
1,3% 1,3%
2004 2005 2006 2007 2008 2009 2010
Proportion of the total number of accidents/incidents
11
2
5 5 6 6
5
0
2
4
6
8
10
12
2004 2005 2006 2007 2008 2009 2010
De
ath
s in
th
e s
yste
m
Year
652
514 544 592 617
763 760
0
200
400
600
800
1.000
2004 2005 2006 2007 2008 2009 2010
Inju
red
in t
he
sys
tem
Year
Accident Reduction B/A Transmilenio Av. Caracas: 60% AV. NQS: 48%
2. Where should we be?
9
22 corridors of BRT in 15 years?
2. Where should we be?
10
Metro + BRT + LRT?
3. Challenges
11
• Improve the existing system
• Equity – Accessibility issues
• SITP
• Rail technologies
3. Challenges
12
• Improve the existing system
– Operational optimization
– Simplify
– Fare collection system
– Use information
3. Challenges
• Equity - Accessibility
13
3. Challenges
• An integrated system including Transmilenio network (28% share) and buses in mixed traffic (72%)
• A centralized regulation (Transmilenio S.A)
• Contracts with strong bus companies
• Integrated fare system
• ITS for operation optimization
• Investment in terminals
• A mixed retribution system to operators
SITP
14
3. Challenges
• Operation concessions awarded to 9 companies
• Technology concession awarded
• Gradual and “calm” Implementation
• Institutional strengthening
• Financing and investments by private companies
SITP
15
3. Challenges
16
• SITP
– The devil
“Transantiago”
• Opposite to TS
– Not a radical change in route design
– No big bang.. A “gradual” change …
too gradual
– A “strong” institution
• Some common mistakes
– No infrastructure
– Drastic reduction of fleet
– Pressure on mass transit system
• Some original mistakes
– A 24 year concession
– High cost of indemnity
– Pressure on Transmilenio
3. Challenges
• The heart of the Air Quality Improvement
Policy
Change in emissions- PM2,5
17
Exposure WITHOUT SITP: 101 ug/m3.h
79% reduction
Cra 7a
Exposure SITP: 21 ug/m3.h
0
20
40
60
80
100
120
140
En Vehículo En el andén
Concentración (ug/m3) Tiempo (min) Exposición (ug/m3.h)
0
20
40
60
80
100
120
140
En Vehículo En el andén
Concentración Tiempo (min) Exposición en espera
E2: 92 ug/m3.h E1: 9 ug/m3.h E2: 15 ug/m3.h E1: 6 ug/m3.h
3. Challenges
3. Challenges
19
• Rail
– A 25 km metro line, carrying 7% of
public transport demand
– Lower demand than Transmilenio
– A LRT network of 60 km?
3. Research on Transmilenio
Transmilenio and density
We showed that Transmilenio was a significant variable influencing density growth
We showed that free market and not land regulation lead changes in Bogota
An unsettling question on housing quality and tradeoffs
20
3. Research on Transmilenio
Transmilenio and accessibility
We proposed a way to evaluate equity issues trough calculation of accessibility to employment
We showed that low income population had a better accessibility with a subsidy policy than with Transmilenio Phase 3
We showed that the effort of all social classes to access employment was much higher than the willingness to spend time and money
21
3. Research on Transmilenio
Transmilenio and road safety We used GIS tools to analyze the changes in accident patterns before and after Transmilenio
Critical links changed drastically after Transmilenio, but remained similar afterwards
We could not find a relationship between critical accidents and station attendance
BRT on high speed roads produced different patterns and higher hot spots than in signalized corridors.
22
Impact of Bus Rapid Transit Systems on Road Safety Lessons from Bogota, Colombia Juan Pablo Bocarejo, Juan Miguel Velasquez, Claudia Andrea Diaz, and Luis Eduardo Tafur Transportation Research Record: Journal of the Transportation Research Board, No. 2317, Transportation Research Board of the National Academies, Washington, D.C., 2012, pp. 1–7.
DOI: 10.3141/2317-01
3. Research on Transmilenio
Transmilenio and congestion
We calculated the social cost of congestion in Transmilenio to be US$ 7000 in peak hour
We showed that to obtain an optimal situation, bus occupancy should be 5,4 pas/m2 and not 6,3 pas/m2 according to a SPS.
We proposed a way to calculate an investment in comfort that would eliminate the congestion cost.
23
Congestion cost in mass transit systems Case Study Bogota´s BRT Guerra G., Bocarejo JP
3. Research on Transmilenio
Transmilenio and road safety We showed that including stochasticity and randomness using a micro-simulation tool the estimation of the BRT capacity changed
The micro-simulation showed that the sum of stop points capacities in a station is different to the capacity of the simultaneous operation
Capacity of a system with express routes is not the sum of the individual capacity. Depending of the number of express buses, capacity curve will vary
24
TRANSMILENIO BRT CAPACITY DETERMINATION USING A MICRO-SIMULATION MODEL IN VISSIM ORTIZ MA, BOCAREJO JP WCTR, 2013
3. Research on Transmilenio
Transmilenio and route selection
We showed that most of TM users do not consider more than one route option
Users are not aware of the available options Transmilenio offers for their trip
Congestion in stations induces different travel decisions
Lack of information generates suboptimal decisions
25
ROUTE CHOICE IN TRANSMILENIO ESCOBAR D., LLERAS G.
62% 27%
9% 2%
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