Publication: Good Practices in City Energy Efficiency : Bogota, Colombia - Bus Rapid Transit for Urban Transport
Loading...
Published
2009-11
ISSN
Date
2014-03-31
Author(s)
Editor(s)
Abstract
Bogota, the capital city of Colombia, is located near the geographic center of Colombia, 2,640 meters (8,661 ft) sea level. It is the largest and most populous city in the nation, with an estimated 8.2 million inhabitants in the metropolitan area in 2007 and a population density of 3,912 inhabitants per square kilometer. Its economy generates 25 percent of Colombia's total gross domestic product (GDP). The city's roads were highly congested with the significant growth in private car ownership and use. While private cars occupied 64 percent of the road space, they only represented 19 percent of the population, and the daily average commute time was 1 hour and 10 minutes each way. Other issues included high incidences of accidents and extremely high air pollution rates during peak travel hours. In 1999, after the new National Government rejected potential plans for a subway system, the Mayor of Bogota presented his plan for a Bus Rapid Transit (BRT) system, built upon the successful experience of Curitiba in Brazil. The transition to an effective BRT system would help realize the Mayor's four main goals by: (i) improving public transport system with respect to efficiency, safety, speed, convenience and comfort ensuring high rider-ship; (ii) restricting private automobile use; (iii) expanding and improving bicycle paths; and (iv) enhancing public space. The system improves upon Brazil's Curitiba system by operating without subsidies from public authorities. Fares were established at US$0.40 in 2000 and have been raised to US$0.61 in order to ensure that all costs of operations provided by private operators are covered. This was achieved through the successful implementation of a concession-based contract that aimed at regulating service operations and eliminating rents to avoid fare-hikes. The private operator can earn profits when demand for rider-ship increases and incurs cost in the case that the demand for rider-ship declines. The BRT provided the incentives for private operators to compete for specific route in terms of per-kilometer basis as opposed to a per-passenger basis.
Link to Data Set
Citation
“World Bank. 2009. Good Practices in City Energy Efficiency : Bogota, Colombia - Bus Rapid Transit for Urban Transport. Energy Sector Management Assistance Programme;. © http://hdl.handle.net/10986/17533 License: CC BY 3.0 IGO.”
Digital Object Identifier
Associated URLs
Associated content
Other publications in this report series
Journal
Journal Volume
Journal Issue
Collections
Related items
Showing items related by metadata.
Publication Results in the Latin America and Caribbean Region(Washington, DC, 2013-02)A focus on development results is at the heart of the Latin America and Caribbean Region s approach to delivering programs and policy advice with partners in middle-income and low income countries alike. Through knowledge, convening activities, and financial services we strive to help people across the region create better opportunities and build a better future for themselves, their families and their country. Documenting, measuring and evaluating results of what we do, helps us and our partners to engage more effectively, learn from our experiences and apply lessons to the design and implementation of future interventions. This collection of result stories shows our continuous efforts to adopt and integrate technical analysis, timely policy advice, and a variety of financial instruments into programs that are aligned with client priorities. Results show the increased demand and the effectiveness of peer-to-peer learning, have led to a scaling up our support for South-South exchange activities and the use our convening power to support successful partnerships and mobilize additional resources to finance development work.Publication Pricing Externalities from Passenger Transportation in Mexico City(2009-10-01)The Mexico City Metropolitan Area has been suffering severely from transportation externalities such as accidents, air pollution, and traffic congestion. This study examines pricing instruments to reduce these externalities using an analytical and numerical model. The study shows that the optimal levels of a gasoline tax and a congestion toll on automobiles could generate social benefits, measured in terms of welfare gain, of US$132 and US$109 per capita, respectively, through the reduction of externalities. The largest component of the welfare gains comes from reduced congestion, followed by local air pollution reduction. The optimal toll and tax would, however, double the cost of driving and could be politically sensitive. Still, more than half of those welfare gains could be obtained through a more modest tax or toll, equivalent to $1 per gallon of gasoline. The welfare gains from reforming the pricing of public transportation are small relative to those from reforming the taxation of automobiles. Although the choice among travel modes depends on specific circumstances, in the absence of road travel pricing that accounts for externalities, there will be potential for higher investment in roads relative to mass transit. Given the rapidly increasing demand for transportation infrastructure in Mexico City, careful efforts should be made to include the full social costs of travel in evaluating alternative infrastructure investments.Publication Urban Transport and CO2 Emissions : Some Evidence from Chinese Cities(World Bank, Washington, DC, 2009-06)This working paper provides a bottom-up estimate of energy use and Green-House Gas (GHG) emissions for the transport sector based on data available at the city and municipal levels. For urban transport in China, GHG emissions primarily consist of carbon dioxide (CO2), so these terms are used interchangeably. Energy use and CO2 emissions are also highly correlated based on the predominance of fossil fuels in transport. A database of self-reported indicators was developed and verified for the fourteen participating cities of the China World Bank-Global Environment Facility (GEF) Urban Transport Partnership Program. Other supplemental sources were also used to enrich the dataset for urban transport and energy analysis, namely the most recent China City Statistical Yearbooks. Beijing and Shanghai were also included where data was available from existing studies given their relevance in broad comparison of Chinese cities. Section two discusses the general demographic and economic trends in the sample of cities that may be influencing the sector. Section three points to stylized facts about the most relevant urban transport demand, supply and performance characteristics in recent years and suggests how they may be driving energy consumption and GHG emissions. Section four is the analysis and forecast of energy use and GHG emissions using the urban transport drivers identified. Finally, general conclusions and next steps are suggested in section five, as well as additional details on the data, methodology, definitions, and a map of China with the seventeen selected cities in the annexes.Publication Review of the Urban Transport Sector in the Russian Federation : Transition to Long-Term Sustainability(2013-04)Russian cities are undergoing critical economic and social changes that affect the performance and condition of their urban transport systems. While the population of most large cities in Russia (over one million residents) has remained relatively unchanged over the last decade, the average income of the urban dwellers has sharply increased. The number of private cars per capita has increased rapidly, generating a demand for urban mobility which is increasingly difficult to meet. This review of the urban transport sector in the Russian Federation (the Review, hereafter) aims to assess the current condition and performance of urban transport systems in medium-to-large size Russian cities and to identify key issues and underlying causes. The review principally covers software of urban transport in the secondary cities of Russia, including institutional arrangements, legal and regulatory issues, operation of public transport systems, traffic management, and parking, and less extensively hardware aspects, such as construction of road network.Publication Developing an Energy Efficient Urban Transport Plan for Zarqa City Downtown Area(Washington, DC, 2011-11)To promote energy efficiency in the delivery of city services, the Energy Sector Management Assistance Program (ESMAP) in the World Bank launched a multi-year initiative, the Energy Efficient Cities Initiative (EECI), in December 2008 to help scale-up energy efficiency improvements in developing country cities around the world. One of the tools to help scale up energy efficiency improvements under the EECI program is the provision of pre-investment policy support wherein ESMAP applies its expertise in advising cities on appropriate analytical tools, policy and regulatory framework, lifecycle costing principles, energy efficient codes, and financing schemes. ESMAP is also working with Cities Alliance City Development Strategies (CDS) in this regard. Within this context and in keeping with the Government of Jordan's (GOJ) regional development agenda, ESMAP received a proposal from the Zarqa Municipality seeking technical and financial support for developing an energy efficient urban transport planning strategy for the city Downtown area. This is linked with the cities alliance grant to prepare inputs to the broader CDS for preparation of the new Zarqa master plan to be developed by the Ministry of Municipal Affairs (MOMA).
Users also downloaded
Showing related downloaded files
Publication Global Economic Prospects, January 2025(Washington, DC: World Bank, 2025-01-16)Global growth is expected to hold steady at 2.7 percent in 2025-26. However, the global economy appears to be settling at a low growth rate that will be insufficient to foster sustained economic development—with the possibility of further headwinds from heightened policy uncertainty and adverse trade policy shifts, geopolitical tensions, persistent inflation, and climate-related natural disasters. Against this backdrop, emerging market and developing economies are set to enter the second quarter of the twenty-first century with per capita incomes on a trajectory that implies substantially slower catch-up toward advanced-economy living standards than they previously experienced. Without course corrections, most low-income countries are unlikely to graduate to middle-income status by the middle of the century. Policy action at both global and national levels is needed to foster a more favorable external environment, enhance macroeconomic stability, reduce structural constraints, address the effects of climate change, and thus accelerate long-term growth and development.Publication The Container Port Performance Index 2023(Washington, DC: World Bank, 2024-07-18)The Container Port Performance Index (CPPI) measures the time container ships spend in port, making it an important point of reference for stakeholders in the global economy. These stakeholders include port authorities and operators, national governments, supranational organizations, development agencies, and other public and private players in trade and logistics. The index highlights where vessel time in container ports could be improved. Streamlining these processes would benefit all parties involved, including shipping lines, national governments, and consumers. This fourth edition of the CPPI relies on data from 405 container ports with at least 24 container ship port calls in the calendar year 2023. As in earlier editions of the CPPI, the ranking employs two different methodological approaches: an administrative (technical) approach and a statistical approach (using matrix factorization). Combining these two approaches ensures that the overall ranking of container ports reflects actual port performance as closely as possible while also being statistically robust. The CPPI methodology assesses the sequential steps of a container ship port call. ‘Total port hours’ refers to the total time elapsed from the moment a ship arrives at the port until the vessel leaves the berth after completing its cargo operations. The CPPI uses time as an indicator because time is very important to shipping lines, ports, and the entire logistics chain. However, time, as captured by the CPPI, is not the only way to measure port efficiency, so it does not tell the entire story of a port’s performance. Factors that can influence the time vessels spend in ports can be location-specific and under the port’s control (endogenous) or external and beyond the control of the port (exogenous). The CPPI measures time spent in container ports, strictly based on quantitative data only, which do not reveal the underlying factors or root causes of extended port times. A detailed port-specific diagnostic would be required to assess the contribution of underlying factors to the time a vessel spends in port. A very low ranking or a significant change in ranking may warrant special attention, for which the World Bank generally recommends a detailed diagnostic.Publication Digital Progress and Trends Report 2023(Washington, DC: World Bank, 2024-03-05)Digitalization is the transformational opportunity of our time. The digital sector has become a powerhouse of innovation, economic growth, and job creation. Value added in the IT services sector grew at 8 percent annually during 2000–22, nearly twice as fast as the global economy. Employment growth in IT services reached 7 percent annually, six times higher than total employment growth. The diffusion and adoption of digital technologies are just as critical as their invention. Digital uptake has accelerated since the COVID-19 pandemic, with 1.5 billion new internet users added from 2018 to 2022. The share of firms investing in digital solutions around the world has more than doubled from 2020 to 2022. Low-income countries, vulnerable populations, and small firms, however, have been falling behind, while transformative digital innovations such as artificial intelligence (AI) have been accelerating in higher-income countries. Although more than 90 percent of the population in high-income countries was online in 2022, only one in four people in low-income countries used the internet, and the speed of their connection was typically only a small fraction of that in wealthier countries. As businesses in technologically advanced countries integrate generative AI into their products and services, less than half of the businesses in many low- and middle-income countries have an internet connection. The growing digital divide is exacerbating the poverty and productivity gaps between richer and poorer economies. The Digital Progress and Trends Report series will track global digitalization progress and highlight policy trends, debates, and implications for low- and middle-income countries. The series adds to the global efforts to study the progress and trends of digitalization in two main ways: · By compiling, curating, and analyzing data from diverse sources to present a comprehensive picture of digitalization in low- and middle-income countries, including in-depth analyses on understudied topics. · By developing insights on policy opportunities, challenges, and debates and reflecting the perspectives of various stakeholders and the World Bank’s operational experiences. This report, the first in the series, aims to inform evidence-based policy making and motivate action among internal and external audiences and stakeholders. The report will bring global attention to high-performing countries that have valuable experience to share as well as to areas where efforts will need to be redoubled.Publication Global Economic Prospects, June 2025(Washington, DC: World Bank, 2025-06-10)The global economy is facing another substantial headwind, emanating largely from an increase in trade tensions and heightened global policy uncertainty. For emerging market and developing economies (EMDEs), the ability to boost job creation and reduce extreme poverty has declined. Key downside risks include a further escalation of trade barriers and continued policy uncertainty. These challenges are exacerbated by subdued foreign direct investment into EMDEs. Global cooperation is needed to restore a more stable international trade environment and scale up support for vulnerable countries grappling with conflict, debt burdens, and climate change. Domestic policy action is also critical to contain inflation risks and strengthen fiscal resilience. To accelerate job creation and long-term growth, structural reforms must focus on raising institutional quality, attracting private investment, and strengthening human capital and labor markets. Countries in fragile and conflict situations face daunting development challenges that will require tailored domestic policy reforms and well-coordinated multilateral support.Publication Business Ready 2024(Washington, DC: World Bank, 2024-10-03)Business Ready (B-READY) is a new World Bank Group corporate flagship report that evaluates the business and investment climate worldwide. It replaces and improves upon the Doing Business project. B-READY provides a comprehensive data set and description of the factors that strengthen the private sector, not only by advancing the interests of individual firms but also by elevating the interests of workers, consumers, potential new enterprises, and the natural environment. This 2024 report introduces a new analytical framework that benchmarks economies based on three pillars: Regulatory Framework, Public Services, and Operational Efficiency. The analysis centers on 10 topics essential for private sector development that correspond to various stages of the life cycle of a firm. The report also offers insights into three cross-cutting themes that are relevant for modern economies: digital adoption, environmental sustainability, and gender. B-READY draws on a robust data collection process that includes specially tailored expert questionnaires and firm-level surveys. The 2024 report, which covers 50 economies, serves as the first in a series that will expand in geographical coverage and refine its methodology over time, supporting reform advocacy, policy guidance, and further analysis and research.