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GIS methodology for bicycle parking planning in BRT systems: Case study in Bogota - Colombia

Daniel Páez Universidad de los Andes

Summary Introduction Methodology

o BRT Network Analysiso Survey and Data Collectiono Spatial Catchmento Analysis and Results

Results (Case of study Bogotá) Conclusions

Methodology BRT Network Analysis

DescriptionIdentify which stations have parking facilities. The purpose of this is to know which are going to be the stations of interest for the analysis. Capacity and

average occupancy of each station is determined by counting the amount of bicycles that use the facility in a given time. Information from Transmilenio.

Analysis

Methodology Survey and Data Collection

DescriptionThe second step has the purpose of knowing the points of origin of travelers that use the facility, their income, their age, basically all kind of demographic and social information of users.

Surveys at stations are proposed to be divided into two

MethodologySurvey and Data Collection

First Survey Second Survey

- Distance traveled- Bicycle travel time- Bike paths used for reaching the station- Perception of users in relation to the

quality of the bicycle parking service

-Demographic information:Where you liveWhere you workStratumNumber of childrenMarital status ProfessionSalary

-Information provided by the operator of the system: Capacity of the systemDaily occupationExplanation of the security systemReports of damagesSatisfaction surveysDaily usersGender of users

Methodology Spatial Catchment

Description

Results

In this step it is proposed to use GIS tools to determine spatial relationships between all these factors.

As a result of this step, we found the key factors that determine the occupancy of the parking facility, so we have enough data to create the methodology that should be used to design properly parking facilities in any BRT system.

ToolsTools commonly used in this step are buffering, clipping, od matrix and others that are commonly used in GIS spatial analysis.

Methodology Analysis and Results

Results from previous steps

MODEL-Predict the occupation of the parking facility

-Identification of key factors affecting demand for parking at stations for the particular BRT system under investigation

Results (Case of study Bogotá)

Transmilenio Context

11 Corridors 87 Kilometers 115 Stations 580 Feeder buses 90 Feecer routes

(640 Km)


Cycling Infrastructure

About 344 Kilometers.

Connectivity problems.

According to the 2011 mobility survey 5% of total daily trips in the city are made in bicycle.

Application of Methodology in one Station with Bike Parking


Portal Sur was selected because this station has the most bike parking occupancy, but its capacity is not enough to supply the demand, also because of the great amount of passengers that arrive to the station.

Phase I and Phase II

Station Capacity Occupation/dayPortal Américas 785 361Banderas 101 12Portal Sur 220 592Portal Suba 324 87General Santander 48 15Ricaurte 165 6

Identification of the places where is the bike parking, the capacity and

occupation

Collect information from the surveys


First Survey Second SurveyTravel

Distance

0-500 meters 500-1000 meters 1More than 1000 meters 19

Travel Time 0 y 5 minutes 5 y 10 minutes 10 y 15 minutes 2More than 15 minutes 18

Enough Capacity Yes No 20

Demographic information about users of the parking lot

GIS Analysis


Line Density

•Analyze the coverage at 500, 1000, 2000 and 5000 meters

Clip•To find the areas in square meters of stratum 1 to 6. •Measure the

density of the bike pathas in Bogota city.

OD Cost Matrix

•To find the exact distance that respondents ride from their houses to the trunk station or where the bike park is.


Buffer and stratum at 5000 m Line density of bike paths

The occupation of the bike parking depends on three important factorso The total inflows to the analysis stationo Areas of low, medium and high stratum

near the station o The coverage of the existing feeder routes


Create an equation system in order to find the coefficients that will help us designing the capacity needed.

By solving this system of equations, we create a multi-criteria methodology of capacity design.


Behavior of the occupation of the bike station

Station Capacity

Area of

stratum 0 at 5000

Area of

stratum 1 at 5000

Area of stratum

2 at 5000

Area of stratum

3 at 5000

Total Inflows

Feeder

routes

Portal Del Sur 615 9,99 3,43 14,26 37,27 14881 6Portal

Americas380 12,41 2,51 14,76 9,69 16191 10

General Santader

20 13,14 1,80 9,04 24,89 1899 1

Banderas 20 17,21 1,00 10,47 16,84 9066 6Portal Suba 100 24,51 0,12 8,36 8,41 18.82

711

Ricaurte 10 17,15 0,71 4,58 20,31 4814 0


Data used for the equation system

CoefficientsArea of stratum 0 at 5000 x -13,6432Area of stratum 1 at 5000 y 145,487Area of stratum 2 at 5000 z -11,1326Area of stratum 3 at 5000 t 2,78163

Total Inflows a 0,037542

Feeder routes b -7,3531

Results (Case of study Bogotá)Application of Methodology in one Station without bike parking

PORTAL NORTE Signicant people living

in strata 0, 1, 2 and 3 Feeder routes Number os spaces for

bicycles in the Portal Norte : 210

Conclusions

The methodology used in this paper is can be used by anyone interested in designing bicycle infrastructure at any BRT system in the world.

A disadvantage that the methodology may have is that although we have feeder buses routes, we only takes into account the number of routes, since feeder buses routes are difficult to quantify.

In the specific case of the design of bike parking for Transmilenio system in Bogota, it was found that the location and capacity of the parking infrastructure is not consistent with the demand and, therefore, infrastructure is not properly used.

The major limitation was that small number of existing parking facilities, which delayed and complicated the process of analysis.

THANKS !

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