Universidad Nacional de Colombia – Facultad de Ingeniería ________________________________________________________________________
FACULTAD DE INGENIERÍA
MOVILIDAD Y TRANSPORTE: UN ENFOQUE TERRITORIAL.
VERSION PARA DISCUSIÓN
3 de Agosto Agosto de 2006 ELABORÓ: Ing. ANA LUISA FLECHAS CAMACHO Instructor Asociado Sección Académica de Vías y Transporte Departamento de Civil y Agrícola
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2
Movilidad y transporte 1 Módulo I: Conceptos Conceptos generales
Para realizar un pronóstico del comportamiento del transporte, se deben diferenciar subgrupos tradicionalmente asociados al concepto de oferta y demanda, tales como: o
o
o o
o
o
Transporte público: público : servicio regulado por el Estado, que se presta al público en general para el desplazamiento de bienes y personas, por operadores privados fundamentalmente, en vehículos adecuados para tal fin, por el cual se cobra una tarifa. Transporte privado: privado : son los desplazamientos que realizan las personas en sus propios vehículos. Transporte de pasajeros y de mercancías , Transporte urbano e interurbano: interurbano : son los desplazamientos que se realizan tanto por vehículos de servicio público como privado, en un ámbito urbano o traspasando fronteras de dos o más municipios. Transporte no motorizado: motorizado : Es aquel desplazamiento que realizan las personas a pié, o utilizando medios de transporte como la bicicleta, en vehículos de tracción animal o humana. Estacionamientos : lugares públicos o privados requeridos por los vehículos en el origen y en el destino del viaje.
Otros temas de importancia en el análisis son, la planificación y construcción de la malla vial, así como la regulación del uso de dichas vías por parte de las Oficinas de Tránsito por los diferentes usuarios.2
Concepto de movilidad El concepto de movilidad , hace referencia a una nueva forma de abordar los problemas de transporte desde un marco integral, el cual busca hacer equitativo el uso de la malla vial por los diferentes actores, puesto que se considera un recurso escaso que nunca podrá crecer al ritmo que crece el parque automotor, con el fin de facilitar las nuevas necesidades de desplazamiento de las personas y de las mercancías, en una ciudad o región. En general, los desplazamientos de las personas y de las mercancías se han tornado cada vez más difíciles de realizar y de solucionar por parte de las administraciones locales, y todo parece indicar que el fenómeno seguirá creciendo en el futuro. En estas condiciones, se requieren esfuerzos innovadores que superen y complementen medidas como las enfocadas a ampliar las infraestructuras, regular el estacionamiento, cambiar la actitud de los usuarios, promover un mayor uso de medios alternativos, etc.
1
Este trabajo se basa en el módulo de Movilidad y Transporte, escrito por la autora con base en los contenidos académicos de la cátedra cátedra de transporte urbano - Carrera de Ingeniería Civil - en el marco marco del Convenio suscrito entre el DAPD y la Universidad Nacional, con el fin de adelantar adelantar un programa virtual de capacitación dirigido a fortalecer el cuerpo técnico estable de la Administración Central y Local en el tema
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3
En efecto, otras medidas más sostenibles, están asociadas a modificaciones en los usos de suelo con el fin acercar los orígenes de los viajes con los destinos habida cuenta que siempre ha existido una relación directa entre la extensión de las ciudades, la localización de actividades y el desarrollo urbano, por una parte, y los transportes por otra. En la planificación de los transportes se deben considerar aspectos fundamentales y es que las decisiones tomadas en materia de medios de transporte (referidos a buses, metros, bicicletas, peatones, etc.) ejercen una influencia, no solo estructural sino también de muy largo plazo en la orientación del desarrollo regional y urbano. En contraposición, las propuestas sobre zonificación o densidades de usos de suelo que tienen a menudo un carácter de norma susceptible de modificarse, por ejemplo el trazado de las infraestructuras cuando se ha tomado la decisión de construirlas, permanece a lo largo de una o varias generaciones. De este modo, las elecciones hechas en materia de transporte tienen un significado muy importante, a veces difícil de prever. La decisión de establecer un sistema de buses como TransMilenio en Bogotá, o una nueva autopista como la Avenida Longitudinal de Occidente, puede modificar decisivamente el grado de desarrollo de las diferentes zonas de la ciudad y de la región, o modificar de manera irreversible un ecosistema. Ante este nuevo panorama, las instituciones públicas, responsables de garantizar el libre desplazamiento de bienes y personas por el territorio nacional, acorde con la Constitución Política colombiana, deben entender estas nuevas dinámica y prever soluciones sostenibles, para afrontar esta situación que cada vez se torna más compleja. Otras consideraciones Es importante resaltar los largos periodos que trascurren entre la planificación, construcción y puesta en servicio de las grandes infraestructuras viales y de transporte. Existen ejemplos en Bogotá, como la Avenida Longitudinal de Occidente – ALO, la cual tiene reservados predios desde hace mas de 40 años, o la ampliación sobre el costado sur de la Avenida Medellín o Calle 80, la cual se hizo efectiva para la adecuación al sistema Transmilenio sobre dicho corredor, y en general, las zonas de reserva que conforman el subsistema vial, previstas en su mayoría desde el Acuerdo 38 de 1962. Además de esta influencia estructurante del transporte sobre el urbanismo, existen otras dinámicas e interacciones recíprocas que es necesario prever: •
•
Las soluciones de transporte deben evolucionar con el tamaño de las ciudades. Por ejemplo el papel que jugó el ferrocarril a mediados del siglo pasado; posteriormente los buses colectivos en la segunda mitad del S XX y TransMilenio en el presente siglo. La estructura de la ciudad y de las diferentes zonas influye en la elección y diseño de los sistemas de transporte: por ejemplo una ciudad muy densa es propicia para un sistema tronco alimentado como TransMilenio. Al contrario
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4 •
Las infraestructuras de transporte son responsabilidad pública. Los principales medios de acción con que cuenta la administración pública para conseguir una adecuada coordinación entre el transporte y el urbanismo pueden ser: o
o o
o
Orientar las inversiones como un elemento decisivo de modelación y renovación del espacio urbano en determinadas zonas de la ciudad. El trazado mismo de las infraestructuras, El desarrollo de nuevas tecnologías en unidades de transporte, puede servir para desarrollar el espacio urbano de otro modo. Las medidas reglamentarias pueden incidir de manera importante a favor o en contra de determinados medios de transporte; así mismo, ser un freno contra determinadas formas de urbanización –por ejemplo restricción al estacionamiento de vehículos pesados, o la circulación de éstos en determinadas zonas de la ciudad-.
Todos estos aspectos tienen un papel fundamental en relación a políticas que mitiguen la segregación espacial, la equidad y la integración social hacía la construcción de una ciudad con mayor calidad de vida. Todos estos aspectos hacen parte de las reflexiones sobre la movilidad en el marco de la planificación urbana, que se pretenden abordar en este curso.
Antecedentes del transporte en Bogotá Cuenta la historia3, que las modalidades de transporte usadas dentro de Bogotá (cuya extensión tuvo un ritmo de crecimiento lento en el siglo XIX), se basaban en la tracción animal para transportar carga, y las carretas cuando el volumen de la carga superaba las posibilidades de un animal. En lo relacionado con la movilidad de sus habitantes, la principal forma de transporte era la caminata y en ocasiones el caballo, aunque este estaba asociado a un símbolo de prestigio. Esta escasa movilidad, se vio restringida por la prohibición de las autoridades capitalinas, en 1844, de la circulación de carros y carretas por las calles de la ciudad, pues con frecuencia, sus ruedas de madera destruían el empedrado y dañaban los puentes. Sin embargo, el intercambio regional de productos agrícolas, obligó a eliminar la restricción. En 1882 fue autorizada la solicitud del norteamericano Randall para “… establecer un servicio de ferrocarriles urbanos o tranvías, para destinarlos al servicio público del modo que funcionan en Nueva York”. El primer tranvía circuló el 24 de diciembre de 1884, y se inauguró la compañía The Bogotá City Railway . La llegada del automóvil, a partir de 1905, acentuó la necesidad de espacios para los peatones. Para estos últimos, fue muy difícil acostumbrarse a esta reducción de espacio, puesto que hasta el momento habían dispuesto de calzadas con cerca de 10 metros de sección transversal. Significó una reducción de cerca del 70 % del espacio peatonal, pues se cedió este alto porcentaje a unos pocos vehículos cuando la ciudad comenzaba a superar los 100.000 habitantes4.
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5
El trazado del ferrocarril regional y urbano, fue uno de los elementos que permitió la expansión urbana y el acceso a un mayor número de personas a la movilidad motorizada. En la medida en que el tranvía es la primera infraestructura de gran envergadura, se convierte en portador de una nueva ciudad. En 1922, ante el mal estado del espacio público, se creó la Dirección de Obras Públicas, con el fin de mantener la red vial y construir alcantarillado y andenes. Entre los años veinte y setenta, el ferrocarril jugó un papel importante en la conformación de la ciudad. Las líneas de ferrocarril del sur, la sabana, y del norte influyeron en el desarrollo de diferentes áreas de Bogotá situadas en la proximidad de las estaciones. Sin embargo, los trenes no resistieron la llegada de los vehículos motorizados y una vez entraron en desuso, las áreas que una vez los acogieron, les dieron la espalda y fueron excluidas de la ciudad. En este momento, buena parte de estas zonas presentan altos niveles de deterioro y están ocupadas de manera ilegal. El servicio de tranvía que venía operando bajo la modalidad de administración delegada de las empresas municipales del tranvía y de buses de Bogotá, en vista de la desaparición del tranvía a partir de 1951, continuó prestando el servicio con buses de gasolina, que al parecer operaban intermitentemente desde los años treinta, con las adquisiciones hechas en 1947 para la capital del país, hasta mediados de 1956 cuando mediante Acuerdo municipal se creó y conformó una Junta Directiva provisional para que administrara el sector transporte, mientras se organizaba definitivamente la empresas distrital de buses, la cual fue liquidada en 1990. 5 El trolebús apareció de manera furtiva y luego desapareció en varias ciudades latinoamericanas, entre ellas Buenos Aires, Río de Janeiro, Bogotá y Santiago de Chile, y desapareció por diversas razones, entre ellas, políticas de una supuesta modernidad... Desde la desaparición del tranvía en 1952 hasta la puesta en marcha de Transmilenio, solo se construyó una infraestructura para el transporte colectivo que fue la Troncal Avenida Caracas, de aproximadamente 15 kilómetros con una calzada reservada para los buses en cada sentido. Últimos 6 años del transporte en Bogotá El sistema de transporte masivo urbano de pasajeros TransMilenio, puesto en operación a finales del año 2.000, ha tenido un impacto sorprendente para los habitantes de Bogotá como de otras ciudades colombianas, pues de una u otra manera ha cambiado la percepción de la movilidad en la ciudad. Su materialización ha sido el resultado de una gestión coordinada entre el gobierno nacional y Distrital, y ha sido el resultado de una política que impulsó cambios en la estructura de las empresas operadoras, en las instituciones responsables de la planeación y operación, en las infraestructuras viales y de transporte, en el tipo de unidades o vehículos. En general, se considera un proyecto de desarrollo urbano en la ciudad.
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6
Características generales del transporte El transporte tiene su origen en la necesidad de movimiento de personas o mercancías, que se deriva de la existencia del espacio geográfico. En la medida en que las actividades se localizan en diferentes sitios de la ciudad o región, el desplazamiento de bienes y personas se hace necesario. Solo en algunos casos excepcionales, el transporte no es un fin en si mismo, sino una actividad que permite la efectiva realización de otras, y por tanto su demanda es percibida como una demanda derivada. Gráfica No 1 MOVILIDAD MOVILI DAD - ACCESI ACCESIBILI BILIDAD DAD
Transporte (proceso) n ó i g e r o / y d a d u i C
Origen
Motivo Modos Medios Itinerario Tiempo Valor
Tránsito (acción)
Destino Trabajo
Tráfico (serie de acciones en tiempo y lugar) l ugar)
Educación Gestiones Compra
Comportamiento humano
Seguridad Vial
Vehículo Espacio
Fuente: Observatorio Observatorio Movilidad Movilidad Urbana - 2005
Al observar con atención, la Gráfica N. 1 , es posible diferenciar los conceptos de transporte, tránsito y tráfico: Transporte Es la acción y efecto de transportar o transportarse de un lugar a otro. 6 De acuerdo con la gráfica, es un proceso pr oceso de toma de decisiones, el cual comienza con la necesidad de desarrollar una actividad –motivo- que puede ser estudio, trabajo, compras, en un lugar diferente de donde se encuentra localizado el individuo o la carga. A ello se le denomina demanda. demanda. Para poder satisfacer dicha demanda se han desarrollado a través del tiempo, diversas d iversas opciones tecnológicas, que constituyen la oferta y esta conformada por los diversos modos de transporte. Se define como modo de transporte el entorno físico sobre el cual se desplaza un equipo vehicular a través de una infraestructura específica, incluyendo adaptaciones en tales redes físicas para ser utilizadas por los diferentes vehículos o medios de transporte, ayudas tecnológicas con diferente intensidad, etc.
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7
El sector transporte comprende cinco modos claramente diferenciados con características técnicas diferentes, a saber: aéreo, fluvial, marítimo, carretero y férreo que reflejan las características de los medios naturales –agua, aire, tierra- sobre los cuales se desplazan los medios de transporte o sobre los cuales se construyen infraestructuras como son las carreteras, ferrovías, ciclo rutas, andenes. Los medios de transporte de que se dispone, corresponden a la forma o unidad móvil mediante la cual se utiliza un modo de transporte. Por ejemplo, dentro del modo carretero existen diferentes medios de movilización que utilizan la infraestructura vial, tales como: bicicleta, automóvil, transporte masivo, etc. Son las unidades móviles en las que se desplazan las personas y las mercancías, que pueden ser vehículos motorizados -automóviles, trenes, aviones, metros, autobuses, embarcaciones- y vehículos no motorizados -bicicleta, a pie, tracción animal y humana-. Para superar dicha distancia, el usuario una vez toma la decisión de que modo y medio disponible va a utilizar, selecciona un itinerario o ruta, y una hora a la cual emprender el viaje. Así mismo, evalúa la disponibilidad de recursos financieros que le permita asumir el costo o tarifa que implica dicho desplazamiento. Tránsito Es la acción de transitar, de pasar de un lugar a otro. Cuantifica el número de vehículos o personas o toneladas que pasan por una sección o tramo de vía en un periodo de tiempo determinado -Veh/hora, ton/hora, peatones/hora-. Tráfico Serie de acciones de tránsito de personas y circulación de vehículos por calles, carreteras. Es cualitativo -tráfico pesado, liviano, congestionado-. Los usuarios relacionados con los seres humanos, en sus roles de peatones y conductores, y las mercancías son la razón de ser de la movilidad. Por tanto, deben comprenderse y estudiarse ampliamente con sus particularidades, habilidades, limitaciones y requisitos que deben cumplir. El comportamiento del individuo en el flujo de tránsito, determina las características del mismo, en cuanto al cumplimiento de las normas, fundamentalmente. Efectos Externos La construcción de las infraestructuras de transporte tiene asociada una variedad de efectos externos sobre el hábitat y el medio natural. Así mismo, la interacción de los medios de transporte con la red vial durante la etapa de operación, genera impactos
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8 •
•
•
El desplazamiento de personas o bienes en el espacio , utilizando medios especiales. Una compleja actividad económica que interviene en el desarrollo de un país facilitando la movilidad, Una manera de dotar de accesibilidad al territorio.
Los aspectos enunciados anteriormente, actúan en un contexto determinado que es necesario delimitar y aislarlo para poderlo estudiar de manera particular, asociado a una región, ciudad, localidad, unidad barrial, entre otros. Características de la demanda de transpor te La actividad del transporte, vista de manera sectorial como un mercado de servicios, presenta varias características que es necesario comprender 7, con el fin de facilitar la identificación de problemas y alternativas de solución: o
o
o
o
La demanda de transporte se deriva del hecho de que los eventos ocurren en diversos sitios del espacio, generando necesidad de desplazamiento de personas y de cosas. Los viajes se producen por la necesidad de llevar a cabo diferentes actividades en el lugar de destino, como son estudio, trabajo, compras, recreación. Por tanto, se dice que la demanda de transporte es derivada de dichas actividades. Dimensión Espacial: Espacial : Los flujos de transporte constituyen movimientos en el espacio entre unos puntos de origen y otros de destino; destino ; por tanto, el análisis de los sistemas de transporte requiere generalmente considerar su patrón espacial. Ver Gráfica No. 2. Como consecuencia de ello, la direccionalidad de los flujos en un sentido, por ejemplo, suele generar una oferta disponible que no se utiliza en el sentido contrario. La demanda de transporte está localizada en diferentes lugares de la ciudad o región. Esta espacialidad de la demanda exige que las soluciones de transporte tengan la cobertura deseada para no producir problemas de descoordinación entre oferta y demanda, con el fin de garantizar una total cobertura de los servicios de transporte, en particular, del servicio colectivo urbano de pasajeros. Dimensión temporal: tempora l: Los flujos no ocurren en forma homogénea a lo largo del día, de la semana, del año, sino que se concentran en ciertos días del año, en ciertos días de la semana o en ciertas horas del día. El patrón temporal de la demanda es fundamental para diseñar la operación del transporte público y los diferentes servicios –expreso, tren de buses-. De dicho patrón van a
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9
dado que van variando a medida que crece el ingreso. A manera de resumen, se resaltan algunas características de la demanda las cuales son tan relevantes como su volumen total, y nos permiten comprender los patrones de viaje de las personas e incidir en ellos para la búsqueda de soluciones: •
Su patrón espacial: Un modelo concentrado de urbanización en corredores, facilita la implementación de un sistema tronco alimentado como TransMilenio. El modelo disperso con una red vial punto a punto e irregular es propicia para áreas donde predomine el uso del vehículo particular. Ver Gráfica No. 2. 2. Gráfica No. 2 Patrón Espacial de la demanda
En un sistema de transporte público, la estructura y disposición de las redes pueden incidir en su eficiencia y calidad de servicio
Red punto a punto e irregular
Red Tronco Alimentada
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10
•
•
Su patrón temporal: Los picos diarios, semanales, estacionales por ejemplo en ciudades con alta afluencia de turistas los fines de semana y periodos de vacaciones, y la necesidad de diseñar los sistemas de transporte público masivo de pasajeros acorde con los volúmenes presentados en la hora pico u hora de máxima demanda. demanda . El transporte de personas y mercancías, debe entenderse como un proceso de toma de decisiones a través del cual se generan viajes a diferentes horas del día, utilizando diversos medios de transporte, diferentes itinerarios, que implican distintos costos, para diferentes usuarios -personas o mercancías-. Por tanto, los servicios de transporte que se presten deben tener los atributos necesarios para satisfacer esta demanda a las diferentes horas del día, de la semana, en los diferentes sitios de la ciudad o región.
Oferta de transporte Para satisfacer las necesidades de desplazamiento de las personas y las mercancías, se constituyen los modos de transporte, cuyo funcionamiento requiere de redes de infraestructura vial y de transporte, vehículos o medios y formas de gestión (incluye la financiación). Estos elementos a su vez, configuran la oferta de transporte asociados a un sistema de transporte. Los modos de transporte constituyen diferentes opciones tecnológicas de movimiento de bienes y personas que incluyen adaptaciones en las redes físicas para su funcionamiento, vehículos o medios de transporte, ayudas tecnológicas con diferente intensidad -es el caso del transporte aéreo-. La oferta de transporte también presenta algunas particularidades que es necesario comprender. Ver Gráfica No. 3. •
•
En el caso del transporte público, en las horas pico, pico , cuando se concentra el mayor volumen de viajes, se requiere tener una alta capacidad de flota de vehículos disponible y deben operar con una mayor frecuencia, que posteriormente en horas fuera de punta, cuando hay menores demandas, quedan subutilizados. El hecho de que la oferta de transporte sea un servicio público, tiene la importante consecuencia de que no se pueden hacer reservas para ser utilizadas en periodos de mayor demanda. Por tanto, si el servicio de transporte no se consume en el momento y lugar en que se produce, sencillamente se pierde. Los servicios de transporte, como muchos otros servicios no se pueden
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11
Gráfica No. 3 Variación horaria d e los viajes vs. Oferta de transporte
La eficiencia del sistema de transporte depende -en parte- de los patrones de viaje de la demanda que debe atender
Capacidad excedente
Flujo Periferia – Centro En hora pico de la mañana
Tramo de máxima carga
Capacidad ofrecida Carga de pasajeros entre estaciones
Flujo Centro – Periferia En hora ico de la tarde
Fuente: J. Barbero. World Bank. 2005
Sistemas de Transporte La oferta de transporte, debe entenderse bajo un enfoque sistémico, conformado por
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12
servicio. La infraestructura constituye para el Estado un bien de dominio y uso público sometida a la regulación del Estado. El artículo 162 del Decreto 190 de 2004 9, plantea que el sistema de movilidad en el Distrito Capital, esta conformado por los subsistemas: vial, vial peatonal, de transporte, y de regulación y control del tráfico. Tiene como fin atender los requerimientos de movilidad de pasajeros y de carga en la zona urbana y de expansión, en el área rural del Distrito Capital y conectar la región con la red de ciudades de la región, con el resto del país y el exterior. 10 De la interacción entre las necesidades de movimiento (demanda) y las opciones para llevarla a cabo (oferta), resultan un conjunto de flujos que constituyen la actividad que sirve un sistema de transporte, de los que se ha hecho referencia ampliamente, por tanto en este aparte se hace referencia al tercer componente, que son las redes de infraestructura. Redes de infraestructura La circulación que se genera entre los distintos puntos del espacio, tiende a consolidarse en corredores, dando lugar a redes físicas de infraestructura y redes funcionales asociadas a los servicios que se prestan. Las personas y los bienes no circulan libremente por el espacio sea este urbano o rural, sino a través de las redes de transporte que son de carácter público, acatando las normas de tránsito que las instituciones públicas correspondientes impongan. La disposición geográfica de estas redes ha tenido un alto impacto en el desarrollo y localización de las actividades. Cada sitio queda conectado con los restantes de acuerdo con su localización sobre las redes de transporte, que determinan su accesibilidad y su relación espacial con los restantes puntos. Esta accesibilidad relativa ha sido en muchos casos un factor de gran importancia en el desarrollo histórico de los territorios.
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13
Así mismo, utilizan diferentes medios de transporte que demandan áreas importantes de suelo urbano para estacionamiento, especificaciones apropiadas de diseño geométrico de las vías, etc. Estos equipamientos sirven estos flujos de mercancías o pasajeros que interactúan a escala internacional, regional y local incluyendo las áreas rurales, con diferente periodicidad. Dichas infraestructuras en su relación con el territorio y el urbanismo, dan lugar a diversas dinámicas: • • •
Efectos sobre el desarrollo regional, Incidencia sobre el modelo territorial y ambiental, Efectos urbanísticos asociados a cambios en la configuración y evolución de las ciudades.
Dentro de estas dinámicas de relaciones, están implicados diversos factores territoriales tales como la accesibilidad, los usos de suelo, tipologías de ocupación espacial, la movilidad, entre otros. Se puede concluir que las infraestructuras y sistemas de transporte, están estrechamente unidas en la estructuración espacial de cualquier región, por lo tanto la evaluación de efectos es fundamental para conocer en que grado es dependiente la dinámica territorial de las infraestructuras de transporte y de las escalas de los flujos presentes en la ciudad, como es el caso de Soacha. Escalas de los desplazamientos urban os Los desplazamientos de bienes y personas que se incorporan a las ciudades tienen lugar en diversas escalas: incluyen desde aquellos viajes relativamente cortos con un alcance local y zonal, hasta los movimientos extensos a través de países y continentes. Dicha demanda de transporte se diferencia en dos grandes componentes: los pasajeros y las mercancías, mercancías , en una dimensión espacial que puede extenderse en diferentes escalas espaciales que tienen características distintas, dando lugar a otros
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14
Tabla 1: Escalas del sistema de tran sporte Escala de los flujos
Pasajeros
• •
Tipo de demanda
• • •
Mercancías
•
Urbana y rural automóvil buses colectivos metro bicicleta a pié camiones
Interurbana • • • • •
• • •
aviones automóviles ferrocarriles buses trenes camiones ferrocarriles barcos
Internacional • • • •
• • • •
aviones automóviles barcos buses barcos aviones camiones tuberías
Fuente: Adaptado de “Competencias y regulación en los mercados de transporte. BM. 2002” .
Como puede apreciarse en la Tabla 1, 1 , las escalas de análisis del transporte involucran infraestructuras y medios de diferentes características: El transporte como subsistema de sistemas El transporte, si bien actúa por si mismo como un sistema, hace parte fundamental de otros sistemas -ver Gráfica 44 - y otras dimensiones de la política pública, así: En el Sistema territorial territoria l y ambiental puesto que introduce importantes cambios en la geografía física y espacial de una ciudad o región.
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15
Gráfica N. 4 El transporte como subsistema de sistemas
Sistema Social Sector Minero Energético
Economía Nacional Sistema de Transporte Sistema Territorial Ambiental
Sistema Económico Desarrollo Regional
Fuente: Elaboración propia
En la economía nacional, nacional , la importancia del sector transporte se mide por su participación, generalmente en el producto interno bruto, en le generación de empleo, por el hecho de que constituye un servicio público y de que, por consiguiente, su actividad en cada momento depende del contexto económico en que se desarrolle y
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16
Bibliografía recomendada •
•
•
•
•
•
•
•
•
Decreto 190 de 2004 “Por medio del cual se compilan las disposiciones contenidas en los Decretos Distritales 619 de 2000 y 469 de 2003”. Artículos 162, 163 y 164. Departamento Administrativo de Planeación de Bogotá. Comisión para América Latina y el Caribe (CEPAL). El desarrollo del transporte público urbano en América latina y el mundo. Santiago de Chile. 1994 Rodríguez B. Luís Enrique y otro. Empresas Públicas de Transporte en Bogotá Siglo XX. Alcaldía Mayor de Bogotá, D.C. Bogotá, Primera Edición, 2003. ORTUZAR, Juan de Dios. Modelos de Demanda de Transporte, Segunda Edición, Ediciones Universidad Católica de Chile. Santiago de Chile; 1994. REGUEROS, Fabio. Reflexiones sobre el Transporte Urbano. Universidad Nacional de Colombia. Facultad de Ingeniería. 1995 MOLINERO MOLINERO, Angel y SÁNCHEZ ARELLANO, Ignacio. Transporte Público: Planeación, Diseño, Operación y Administración. México. 1996. AGENCIA DE COOPERACION INTERNACIONAL DEL JAPON (JICA). Estudio del Plan Maestro de Transporte Urbano de Santa Fe de Bogotá. Bogotá. 1997. VEEDURÍA DISTRITAL. Presente y futuro de la movilidad urbana en Bogotá: Retos y realidades. Editor Ricardo Montezuma, Bogotá, D.C. 2000 REGUEROS, Fabio. Reflexiones sobre el Transporte Urbano. Universidad Nacional de Colombia. Facultad de Ingeniería. 1995
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17
Movilidad y transporte Taller módulo I : Movilidad y entornos Locales
Se ha considerado siempre que hay una estrecha relación entre las formas urbanas y la naturaleza y estructura de las redes de transporte. Así mismo, la movilidad y sus factores asociados poseen características que hacen complejo su análisis, y la convierten en un sistema de interés estratégico en la planificación e intervención del territorio. Los ámbitos de estudio van desde los escenarios locales, urbanos, metropolitanos, regionales, nacionales e internacionales. Dada su capacidad de articulación de esos distintos ámbitos, es posible plantear que la movilidad se estructura a través de distintos susbsistemas espaciales que paulatinamente se van articulando hacia subsistemas más amplios.
Objetivo: •
•
Fortalecer criterios de análisis sobre la identificación identificación de factores asociados a la movilidad local. Identificar las dinámicas socioeconómicas y los flujos de transporte generados,
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18
Movilidad y transporte Módulo I I: Planeación Planeación de la movilidad Tradicionalmente, se entiende que el objetivo de la planeación del transporte 11 es hacer la mejor predicción de las necesidades futuras del sector y de las consecuencias de la implantación de diversas facilidades, de tal forma que el sistema de transporte garantice una movilización segura y económica de personas y bienes. Sin embargo, se debe asegurar la utilización más eficiente de las facilidades existentes antes de entrar a pensar en nuevas inversiones en infraestructura, las cuales además de ser cuantiosas, requieren plazos generalmente largos para su ejecución y puesta en servicio. En forma esquemática, puede decirse que el objeto de la planeación del transporte es responder adecuadamente a las necesidades de movilización de la población, por medio del desarrollo de la infraestructura y de la utilización de los medios de transporte, estableciendo los costos de la solución, las fuentes de los recursos necesarios, y los plazos respectivos a las etapas propuestas.
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19
reducen el número de variables que entran en juego en el problema, por ejemplo un modelo sencillo tendrá en cuenta variables como: distancia, tiempo, motivo del viaje, entre otros. Así mismo, cuando se proyecta una nueva infraestructura o un nuevo servicio de transporte, el técnico debe determinar los beneficios en ahorros de tiempos de viaje y cómo los usuarios modificarán su comportamiento en respuesta a una reducción de tiempos de viaje. Se puede decir que los modelos han seguido dos grandes líneas de desarrollo a partir del modelo inicial de las cuatro etapas: una es la de los modelos de tipo urbano, urbano , que consideran los usos del suelo tratando de integrar el sistema de transporte en su sistema territorial, y la otra es la de los modelos de tipo interurbano, interurbano , utilizados para la planificación de comunicaciones fuera del ámbito urbano, o de larga distancia, que tienen un enfoque eminentemente sectorial, y se pueden utilizar para: • • • •
Construir modelos regionales o nacionales, Estudios de corredores, por ejemplo, Bogotá – Buenaventura, Estudios en medio rural, Estudios de tipo logístico, que se centran en el transporte de un determinado tipo de mercancías o grupos de ellas, por ejemplo las flores.
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20
-
Modelo de reparto modal: modal : En esta etapa se divide la matriz de viajes obtenida en la anterior en tantas matrices como modos de transporte existan en la zona. La distribución entre modos, se puede hacer atendiendo a criterios de tiempo de viaje, costo, etc.
-
Modelo de asignación a la red: red : Una vez determinada la matriz de viajes para cada modo de transporte existente, hay que asignar a cada viaje la ruta óptima, óptima , es decir, cada uno de los elementos de la matriz de cada modo representa un viaje que, generalmente, puede hacerse siguiendo itinerarios o recorridos distintos: el mas rápido, el mas corto, el mas cómodo, el mas barato, etc. Esta cuarta etapa, permite, por tanto, asignar asignar a cada tramo del grafo de la red de transportes un número de viajes, lo que permitirá analizar su grado de saturación.
Para ajustar los modelos de las dos primeras etapas – Generación /Atracción, y Distribución Zonal- se utilizarán los datos obtenidas mediante Encuestas domiciliarias que permiten determinar la demanda. Con los datos que vinculan la Oferta y la Demanda, se formularán y ajustarán los Modelos de Asignación y Distribución Modal. Una vez terminada la fase de análisis se dispondrá de un modelo ajustado, con el que se podrá evaluar posibles inversiones alternativas o cambios en la gestión de los
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21
Accesibilidad Se hizo referencia a que la movilidad, movilidad , se define como la cantidad de tránsito que puede acomodar el sistema (capacidad) y la rapidez con que éste puede desplazarse. La accesibilidad se considera un factor de interacción espacial entre un origen y múltiples destinos. Esto implica que además de existir redes físicas y medios de transporte que unan estos puntos de manera adecuada, facilitando la movilidad, movilidad , debe existir la posibilidad de acceder a por lo menos un medio de transporte que le permita realizar ese desplazamiento. La accesibilidad también se define como una medida de la facilidad de comunicación entre actividades o asentamientos humanos, utilizando un determinado sistema de transporte15. Por tanto, la interacción entre dos lugares crece, a medida que el costo del desplazamiento entre ellos es menor. Por tanto, la posibilidad de disponer de una red de infraestructura, de un medio de transporte adecuado y de recursos financieros para emprender dicho viaje, también hace parte de los factores que permiten la accesibilidad a los diferentes destinos que el individuo considere viables.
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22
Gráfica No 6 Un modelo de transporte público de pasajeros
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23
Algunos indicadores utilizados con mayor frecuencia que permiten medir la accesibilidad en una determinada zona son: •
• •
Indicador de Densidad de la red, -Km. carril de vía/Km 2 de territorio urbano, rural o municipal en su conjunto-. Km. de red por número de habitantes. Número de Km. de la red con diferentes variables: 1. Población activa, 2. No. de empresas industriales, o valor de la producción o de los servicios.
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24
Se resalta de manera general, que los resultados de un modelo por sofisticado que sea, depende de la calidad y confiabilidad de los datos con los que se alimenta, y estos datos muchas veces, no son tan precisos. Dicha información es de utilidad para la comprensión del problema urbano desde la óptica de la teoría de los sistemas y para orientar decisiones de política de carácter estratégico, pero no para diseñar de manera detallada soluciones de transporte, lo que requiere análisis específicos detallados, cuyo alcance no es de este curso. Gráfica N. 7 Mode lo de transporte y usos de suelo
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25
La realidad es que la eficacia de un sistema de transporte público depende de su facilidad de uso, lo cual exige una buena integración entre las infraestructuras y los servicios, así como una continuidad física y operativa de la red en su conjunto. Por tanto, es ese conjunto del sistema el que debe funcionar perfectamente y no solamente una de las partes como sucede en Bogotá con el caso de Transmilenio. La integración se puede abordar desde diferentes ángulos y debe darse en diferentes niveles, como se enuncia a continuación: Niveles de integración
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26
Tabla No. 2 Problemas de la integración Problemas
Planificación de transporte y usos de suelo inadecuada Diferentes actores y dos sub sistemas desarticulados.
Soluciones
Adoptar un enfoque integrado del transporte y el entorno urbano Diseño de una red integrada de transporte público única que maximice su conectividad y minimice los trasbordos mediante intercambiadores modales. Integración física.
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mayores velocidades. Por ello, son adecuados para viajes radiales desde zonas densas
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automotores, de manera general, se denominan externalidades. Estos aspectos no
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30 •
Satisface las necesidades básicas de accesibilidad de manera segura, eficiente,
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Movilidad y transporte
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