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The contribution of Cicloruta (fietspadennetwerk) on accessibility in Bogota: A spatial analysis on Cicloruta’s contribution on job accessibility for different social-economic strata.

Braake, S.J. ter (2013) The contribution of Cicloruta (fietspadennetwerk) on accessibility in Bogota: A spatial analysis on Cicloruta’s contribution on job accessibility for different social-economic strata.

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Abstract:In Bogotá, the largest city and capital of Colombia, one of the most extensive bike paths in the developing world, called Cicloruta, has been built during the last decade. Likewise, a Bus Rapid Transit system (BRT) called TransMilenio (TM) has been built to improve urban transport within the city. Cicloruta may function as a lever for sustainable utilitarian transport, which makes it interesting to know the performance of the network as a way of commuting, whether or not in combination with TM. It is hypothesized that this is different for different social-economic strata (SES), which makes it necessary to be investigated for each of these SES. Accessibility is a measure for the extent to which destinations can be reached from a given location. It is hypothesized that Cicloruta enables more people to reach more destinations, which equals a higher level of accessibility. The purpose of this research is to model, map and assess the level of accessibility. This will answer the following questions: Main research guestion: What potential level of accessibility is provided by the Cicloruta network for the different social-economic classes? 1. What are the residential locations of the different SES levels and the corresponding job locations? 2. What are the properties of the Cicloruta and TM networks that are relevant to commuting? 3. How accessible are the suitable jobs for different SES levels using the Cicloruta network? 4. How can the information about accessibility improve liveability in Bogotá? The residential locations of different SES are not equally distributed. Lower SES tend to live in the southern part and the edges of the city, while higher SES live north of the city centre. Jobs are mostly concentrated in the central eastern part of the city, with minor concentrations near corresponding SES residential locations. Cycling on Cicloruta is quite slow, because the cycle paths are often interrupted at street crossings and they are often integrated into pedestrian zones which results in many pedestrians on Cicloruta. TM is the preferred transport system for longer trips; it is relatively fast and the costs of a ticket make it less likely to use TM for shorter trips, especially low SES. TM stations often do not have bicycle parking facilities, but that does not decrease potential accessibility. The distance decay functions are estimated for each transport mode using data from the 2011 mobility inquiry for Bogotá. As the effect of Cicloruta is regarded in this research, only the decay function for cycling is used; for other modes a threshold is used. The input of this function, travel time, is calculated by modelling the network for two scenarios: with Cicloruta and without. Multiplying the distance decay function by the number of jobs within a location results in the accessibility of a location. Comparing the accessibility with Cicloruta with the situation without Cicloruta results in the effect of Cicloruta to the accessibility at each area for each SES. The results are an increase in accessibility, but this increase is very unequal. Locations near Ciclorutas show a large increase, while parts of the city remote from Cicloruta only show a slight increase. This indicates that Cicloruta still needs to be improved and expanded to provide a higher level of accessibility through the whole city.
Item Type:Essay (Bachelor)
Faculty:ET: Engineering Technology
Subject:56 civil engineering
Programme:Civil Engineering BSc (56952)
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