Development of a Dgis tool for evaluating the accessibility of collective public transport. Practical application to Santiago de Cali (Colombia). master thesis ( English )
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: http://hdl.handle.net/10251/180225
Author
DAVID ALEJANDRO RAMÍREZ CAJIGAS
WORK DIRECTED BY:
Phd María Rosa Arroyo López Doctor in Transport Infrastructures and Territory – Universitat Politècnica de València Spain
Phd. Ignacio Villalba Sanchis Doctor in Transport Infrastructures and Territory Engineering and Transport Infrastructure – Universitat Politècnica de València Spain
The objective of this study was to develop a computer program aimed at facilitating transport planners to improve mobility in cities by measuring the level of accessibility of public transport. The methodology applicable by the software user was to measure accessibility in the different areas of the city through available public data and their own criteria. To make the software, the methodology used consisted of searching for information on the concepts accepted as appropriate for modern urban planning and their central link with the accessibility of public transport to all areas of a city. Based on this information, programming was continued in Matlab, to obtain a program that met the objective, which, once achieved, was validated, applying it and proposing improvement measures in the city of Santiago de Cali (Colombia). Indeed, the validation of the program was carried out in two phases, in the first one, when it was used to study the accessibility of the southern area of Santiago de Cali, where the development of transport routes that would help to be implemented to improve spatial accessibility in the area, and, secondly, the spatial accessibility of 34 cities in the world was evaluated, including among them the 27 capitals of the 27 member states of the European Union The main conclusion is that the utility of the software has been demonstrated to evaluate transport routes, transport systems and cities from the point of view of spatial and topological accessibility. A relationship was found between the type of city and the spatial accessibility of transport in it, being low in cities built under the garden city model and the ideas of Le Corbusier, with respect to the modern model of cities built for people, independently of its historical context
Abstract
The objective of this study was to develop a computer program aimed at facilitating transport planners to improve mobility in cities by measuring the level of accessibility of public transport. The methodology applicable by the software user was to measure accessibility in the different areas of the city through available public data and their own criteria.
To make the software, the methodology used consisted of searching for information on the concepts accepted as appropriate for modern urban planning and their central link with the accessibility of public transport to all areas of a city. Based on this information, programming was continued in Matlab, to obtain a program that met the objective, which, once achieved, was validated, applying it and proposing improvement measures in the city of Santiago de Cali (Colombia).
Indeed, the validation of the program was carried out in two phases, in the first one, when it was used to study the accessibility of the southern area of Santiago de Cali, where the development of transport routes that would help to be implemented to improve spatial accessibility in the area, and, secondly, the spatial accessibility of 34 cities in the world was evaluated, including among them the 27 capitals of the 27 member states of the European Union
The main conclusion is that the utility of the software has been demonstrated to evaluate transport routes, transport systems and cities from the point of view of spatial and topological accessibility.
A relationship was found between the type of city and the spatial accessibility of transport in it, being low in cities built under the garden city model and the ideas of Le Corbusier, with respect to the modern model of cities built for people, independently of its historical context.
Keywords: Public transport; accessibility: mobility, GIS
Objectives
This work has the following objectives:
3.1 Overall objective
Develop software that facilitates planning urban mobility based on the measurement of the level of accessibility of the different areas of any city in the world for those who need to get around them using public and pedestrian transport.
3.2 Specific objectives
To achieve this general objective, these specific ones must be achieved:
• Establish the guiding parameters that the urban planner must use to support mobility in public transport and on foot within the different areas of each city.
• Generate software capable of making it easier for the urban planner to establish travel routes by public transport and on foot that make cities more accessible to people.
• Validate the software through at least one case study, where its functionality can be tested.
Conclusion and discussion
The study managed to achieve the general objective proposed by reaching goals
as indicated below, outlining the respective implications.
The bibliographical research led to knowing the different positions or approaches of urban planning
throughout history, to allow understanding of why today’s cities have
the organization they present, which certainly prevents in many cases, especially in the
older cities, access to public mass transit systems, imposing
walking almost as the exclusive method, given the narrowness of the streets and the location
of some constructions in the corners.
At this point it should be noted that in many cities around the world, such as those in Colombia,
continue to build vast areas with ancient methods, such as that proposed by Le Corbusier,
that by having groups of houses and buildings far from each other by enclosures, they leave
long spaces, over 400 meters recommended as appropriate for walkers,
This causes the experience of walking to be unpleasant, since the walker will see himself alone,
without anyone even seeing it, exposed to the dangers, likewise, the layout built
of these cities makes it difficult to design an accessible transport system, because as
was seen in theory, a certain type of organization is required to generate systems
adequate.
It throws the recognition made of the urban models applied in the world, that the
appropriate to follow is the one that manages to arrange cities for the people, that is, cities whose
residents can find the different sites accessible, combining public transport with
walk, where it is therefore possible to socialize, buy and sell, and in general,
live more kindly, because the city is efficiently interconnected to make it closer
to the human condition of its inhabitants.
It is economically unfeasible to tear down and rebuild cities, particularly those
planned on obsolete and not at all functional urban postulates, but this is
tolerable if people find that they can get from one place to another within each zone or to
the entire city, more efficiently, thanks to the provision of routes that allow this,
both on public transport and on foot.
Modern urbanism cannot reject the old, since it cannot be denied that cities
poorly laid out also have their charm for the resident and more so for the tourist, the question is
that all cities are better for citizen life if they facilitate mobility to their
inside.
The implication at this point is that the concept of «cities for people» should be amplified,
to mean cities where it is nice to move, where you can do social integration,
for both old and new cities, regardless of their territorial area, are more
appetizing if they are presented organized, for which it contributes in a superlative way the one that
people can move around them efficiently.
9-Conclusion and discussion 124
Dgis is then a tool that facilitates the design of accessible transport, in cities
for the people.
The theoretical heritage studied leaves as a central principle to plan and achieve
more humane cities, that mass public transport and walking should be
perfectly complementary, if it is urbanized on the basis of getting people to
can move in a radius of 400 meters around when requiring to take the transport service
and when leaving it, both at the beginning of the trip and at the end of it.
Assuming this principle has a relevant implication, because if it is spread, perhaps with the
help of an easy-to-use technological tool such as Dgis, ensuring that not only the
rulers and their urban planning officials know it, but above all know it
all the public, the latter above all will make people come to understand it and appropriate it and
therefore come to demand it, with which it will be easier to get cities to reorganize
its mobility on a valid and proven principle in the condition of the human being itself,
who at the beginning and end of a day, it will be acceptable to walk a range of up to 400 meters to
reach the means of transport that serves to finally reach your destination, after
walk the last up to 400 meters of the day.
He studied allowed, finally, to materialize a digital program arising from the precept that
for humanity it has always been a problem to solve its mobility, from the
past times of the nomadic primitive man, until today, in the times of life in the city,
what human interdependence requires.
Recognized the reality of the cities in their existing organization, beyond the good or bad
traced that are urbanistically, the citizens who move in it expect a
direct human interconnection as fluid and easy as possible, before which it was necessary to generate
software such as Dgis, capable of making it easier for the urban planner to establish routes of
travel by public transport and on foot that make cities more accessible to people.
Indeed, it was possible to structure a first model of the program, and from this arises the
superior implication of this study, encrypted in continuing to perfect the Dgis software to
over time, by gaining more knowledge about urbanism, by deepening ideas, and by
learn to program with greater detail and accuracy.
To fulfill this implication, it is necessary that it be understood by the evaluators of this
study that this program is a novelty, it can be taken as a version one point
zero (1.0), for which it will necessarily be subject to modifications, just as Bill did
Gates with his famous Windows program, because in the world of programming, as in
almost all fronts, the products are not born 100% perfected, because this is achieved through
over time, when those who generously review and use it, report the shortcomings
and points to improve, knowing how to forgive those weaknesses when qualifying the first time.
The essential purpose was achieved, structuring a software that facilitates mobility planning
based on the measurement of the level of accessibility of the different areas in each city
9-Conclusion and discussion 125
of the world for those who need to get around them using public and pedestrian transport,
in the objective that the urban planner establishes the stops of the public transport
complying with the premise that they have the key places within a radius of 400 meters on foot
required by citizens.
The urban model that will survive will be the one that has as its beginning and end to
people’s lives in cities friendlier, by targeting and getting people not
the city suffers, but that it reaches to enjoy it, for being organized so that the public
move in it in a pleasant way, accessing all the places you require, minimizing
time, cost and effort. Cities, as indicated by the urban planner Jan Gehl (Gehl, 2014), must
be for the people, human cities, where man is the greatest joy of man.
The physical infrastructure of a city makes sense as long as people can enjoy it in
as much as it is accessible, for this it must be possible to move in it easily, so the
developer, and his boss, the ruler, must plan to get transportation
mass public and the march on foot are complementary, that is, they are harmonized,
in such a way that people on the obligatory journeys on foot can move within a radius of 400
maximum meters, when boarding the transport service and when getting off, that is, both at its origin
as destination.
Linear routes seem to offer greater accessibility from their topology to people,
than circular routes, as has been seen in chapter 8.2.9, however, a single
result is not enough to determine that it will always be like this, an open letter is left to
future research where this situation is compared several times.
Through the simulation carried out by the software in the city of Cali, Valle del Cauca, in
Colombia, an increase in spatial accessibility was achieved in the northeast area called
Pance, from 29.41%, only implementing a new transport route.
A second simulation in that city, this time in its southeastern area, showed an improvement in
spatial accessibility of 14.73%
By replacing an existing circular route in commune 18 with two linear routes, the
travel time, this can be seen in the tables in chapter 8.2.9, where
evidences a substantial improvement in the maximum travel times going from 32.53 minutes
on the existing route to just 13.67 minutes for Route B and 12.28 minutes for Route C. This
improves the quality of life of the user, since he will have more free time in his day to day.
Publicly accessible data can be used when measuring spatial accessibility in
Dgis of a city or an area of it, as evidenced in chapter 8.3, where it is
evaluated 34 cities around the world, using only free and publicly accessible data.
As a general rule, European cities have a higher rate of spatial accessibility than
the cities of other continents, as could be evidenced in this work, which is a
reflection of the type of city that predominates in that continent (cities for people). I know
9-Conclusion and discussion 126
could say then that the accessibility of the transport system reflects the type of city
with which it coexists.
In chapter 8.3, the rationale for the urban and transport theoretical framework was validated as
complementary aspects, allowing this to reach the conclusion that the cities
designed for people as Gelh (European cities) would say, they have greater accessibility
space than cities designed for cars, underpinning this the importance of
assume that the design of a city must be done in conjunction with its transport system
public, taking care that the stops of this are established fulfilling the premise of achieving
cover places commonly required by citizens within a radius of 400 meters on foot in
around each stop.
The Dgis software was accepted as a presentation/communication at a planning congress
spatial, which would indicate that it is seen as useful unless at the discretion of the judges of the event.
The Dgis software returns values for each analysis, these values must be compared by the
scheduler with multiple iterations in order to choose the best alternative for each
stop.
The Dgis software certainly facilitates the planning of urban mobility, allows the
saving time and reducing failures during the planning process, thus fulfilling
with the general objective and the second specific objective
The software analyzes cities from the point of view of accessibility thinking of cities
for the people, under the teachings of researchers, urban planners and writers seen in the
theoretical framework, thus, Dgis allows the user to establish its measurement parameters, but advises
locate stops within 400-meter radius of key places for the citizen, supported
this in the theoretical framework, for which the first specific objective was achieved
Dgis has been validated in the case study of Santiago de Cali Colombia and was also validated
in the analysis of the spatial accessibility of 34 cities in the world, to demonstrate the scope
of the third specific objective
The Dgis software has been used in this work as a tool to measure the
accessibility of routes and transport systems, however, it is important to emphasize that the
software does not take into account other factors when designing routes, such as the
economic factor, satisfaction surveys, dangerousness of some streets, topography of the
streets or the legal factor in the territory. That is why a human being is always needed
Operate it and analyze your results.
The final conclusion, of convergence, says that software capable of contributing to
that urbanism is an integrating concept, where the organization of the geographical space
in each city with areas where homes, business premises and
institutions interconnected by streets must be planned through routes that
facilitating mobility, lead to the interaction of people, thanks to the fact that public transport
9-Conclusion and discussion 127
and on foot complement each other amicably, with the aim of getting people to
socialize with each other because they live in urbanized cities for people.
English
Ramirez-Desarrollo-de-herramienta-Dgis-para-la-evaluacion-la-de-la-accesibilidad-del-transporte…_compressedg-1Download
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