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 Analysis o Survey and Data Collection o Spatial Catchment o Analysis and Results Results (Case of study Bogotá) Conclusions Methodology BRT Network Analysis Description Identify which stations have parking facilities. The purpose of this is to know which are going to be the stations of interest for the analysis. 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. Methodology Survey and Data Collection Description The 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 Methodology - 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 live Where you work Stratum Number of children Marital status Profession Salary -Information provided by the operator of the system: Capacity of the system Daily occupation Explanation of the security system Reports of damages Satisfaction surveys Daily users Gender of users Methodology Spatial Catchment Description In this step it is proposed to use GIS tools to determine spatial relationships between all these factors. Tools commonly used in this step are buffering, clipping, od matrix and others that are commonly used in GIS spatial analysis. Results 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. Methodology Analysis and Results 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. Results (Case of study Bogotá) 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. Identification of the places where is the bike parking, the capacity and occupation Phase I and Phase II Station Portal Américas Banderas Portal Sur Portal Suba General Santander Ricaurte Capacity Occupation/day 785 361 101 12 220 592 324 87 48 15 165 6 Results (Case of study Bogotá) Collect information from the surveys Travel Distance 0-500 meters 500-1000 meters More than 1000 meters Demographic information about users of the parking lot 1 19 Travel Time 0 y 5 minutes 5 y 10 minutes 10 y 15 minutes More than 15 minutes Enough Capacity Yes No 20 2 18 Results (Case of study Bogotá) GIS Analysis Results (Case of study Bogotá) Results (Case of study Bogotá) The occupation of the bike parking depends on three important factors o o o The total inflows to the analysis station Areas of low, medium and high stratum near the station 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) Station Capacity Area of stratum 0 at 5000 Portal Del Sur 615 9,99 3,43 14,26 37,27 14881 6 Portal Americas 380 12,41 2,51 14,76 9,69 16191 10 General Santader 20 13,14 1,80 9,04 24,89 1899 1 Banderas Portal Suba 20 100 17,21 24,51 1,00 0,12 10,47 8,36 16,84 8,41 9066 18.827 6 11 Ricaurte 10 17,15 0,71 4,58 20,31 4814 0 Area of stratum 1 at 5000 Area of stratum 2 at 5000 Area of stratum 3 at 5000 Total Inflows Feeder routes Coefficients 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 x y z t a b -13,6432 145,487 -11,1326 2,78163 0,037542 -7,3531 Results (Case of study Bogotá) 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 !