NIAR 852-14 Briefing Paper
Providing research and information services to the Northern Ireland Assembly
Highlighting the city’s achievements, Loyd Wright of University College London states
that:
“Bogotá represents one of the best examples of a city that has developed a
package of complementary measures to substantially reduce vehicle
emissions and congestion. Bogotá’s implementation of a high-quality bus
rapid transit (BRT) system, bicycle infrastructure, pedestrian improvements,
car-free events, and auto restriction measures all has contributed to an
urban transformation in a period of just a few years.”
2.2.3 Social, Environmental and Economic Impacts
A study by Torres (2011) concluded that the ciclovía is an important environmental and
health promotion intervention that has had a positive impact on environmental and
health-related behaviour – effectively it promotes walking and cycling which reduce the
negatives of motorised traffic such as poor air quality, congestion and noise whilst
enhancing the health of participants.
Torres also found that regular participants in the
ciclovía perceived a higher level of Ciclovía-based social capital i.e. the ciclovía has
established a sense of community and ownership in a city where there is a tangible
class divide and low perceptions of personal safety which discourage people from
different areas and social classes mixing.
An economic analysis of four separate ciclovía events including Bogota, as well as
Medellin (Columbia), Guadalajara (Mexico) and San Francisco (USA) was carried out
by Montes, et al (2012).
This study included a cost benefit analysis in which savings
on direct medical costs were measured against every dollar invested in the Ciclovía
programme. Where the cost benefit ratio (CBR) is lower than one, the investment in the
programme is higher than the benefit obtained, otherwise, the program is cost
beneficial. From a transport perspective, the UK Department for Transport’s "Value for
Money" guidance says a project will generally be regarded as "medium" if the CBR is
between 1.5 and 2; and "high" if it is above 2.
For Bogotá’s ciclovía the CBR ranged from 3.23 to 4;
the total annual costs ranged from US $4,057,651 to US $7,182,797 (because
participant numbers ranged from 516,600 to 1,205,635 in 2009).
The annual cost per capita of the programmes was US $6.0;
Wright, L. (2004) The limits of technology: Achieving transport efficiency in developing nations [online] available from:
http://nia1.me/2cy
Torres, A (2012) The Bogota ciclovia-recreativa and cicloruta programs: Promising interventions to promote physical activity
and social capital in the city of Bogota in Colombia.
Ibid.
Montes, F. Sarmiento, O.L., Zarama, R., Pratt, M., Wang, G., Jacoby, E. Scmid, T.L., Ramos, M., Ruiz, O., Vargas, O.,
Michel, G., Zieff, S.G., Valdivia, J.A., Cavill, N. and Kahlmeier, S. (2012) Do Health Benefits Outweigh the Costs of Mass
Recreational Programs? An Economic Analysis of Four Ciclovía Programs. Journal of Urban Health. Vol. 89(1) pp. 153–170.
DfT [online] Value for Money Assessments. Available from: http://nia1.me/2dd