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)
Results (Case of study Bogotá)
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
Results (Case of study Bogotá)
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
Results (Case of study Bogotá)
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
Results (Case of study Bogotá)
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.
Results (Case of study Bogotá)
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
Results (Case of study Bogotá)
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.
Results (Case of study Bogotá)
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
Results (Case of study Bogotá)
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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