{"id":50051605,"date":"2022-03-11T13:00:53","date_gmt":"2022-03-11T13:00:53","guid":{"rendered":"https:\/\/stage.dialogochino.net\/?p=51605"},"modified":"2023-05-02T14:40:25","modified_gmt":"2023-05-02T13:40:25","slug":"51605-bogota-metro-setbacks-urban-mobility-overhaul-begins","status":"publish","type":"post","link":"https:\/\/dialogue.earth\/en\/business\/51605-bogota-metro-setbacks-urban-mobility-overhaul-begins\/","title":{"rendered":"Bogot\u00e1 Metro: plagued by setbacks, an urban mobility overhaul finally begins"},"content":{"rendered":"

As far back as the 1940s, Bogot\u00e1 dreamed of having a metro system, as newspapers of the time testify<\/a>. Almost 80 years later, hopes of improved urban mobility in the congested Colombian capital finally appear to be materialising.<\/p>\n

On 27 November 2019, Empresa Metro de Bogot\u00e1 (EMB) and a Chinese consortium<\/a> made up of China Harbour Engineering Company Limited (CHEC) and minority partner Xi\u2019an Metro Company Limited signed a contract to begin construction of Metro Line 1. It was a long-overdue development for a city of more than 11 million inhabitants and the fifth most populous in Latin America.<\/p>\n

Progress since has not been entirely smooth, though, as the Covid-19 pandemic and a prolonged wave of protests gripped Colombia and stalled construction in the capital. Late 2021, however, saw official ground-breakings and inaugurations finally set work on the metro underway, with Line 1 now projected to begin service in 2028. Much needed relief for the city\u2019s strained transport system is on the horizon, but there may yet be a bumpy track ahead, as complaints and concerns among citizens and senators remain.<\/p>\n

Breaking the gridlock<\/h2>\n

Residents of Bogot\u00e1 spend an average of 52 minutes travelling to work or school each day, according to Numbeo<\/a>, a global database of quality of life indicators in different cities. The near two-hour daily roundtrip, punctuated by gridlocks and traffic lights, makes it the South American city in which people spend the most time getting around.<\/p>\n

In 2020, transport analytics consultancy Inrix again ranked Bogot\u00e1 as the worst city for car traffic anywhere in the world<\/a>, even as time spent in traffic was down on pre-pandemic levels. According to their research, in 2019, Bogot\u00e1 residents lost, on average, around 191 hours<\/a> to traffic. The desperate need for better public transport alternatives could hardly be clearer.

<\/p>\n
\"Model
An official rendering of the Bogot\u00e1 Metro's elevated line. After many setbacks, construction is finally underway and the line is due to be operational in 2028. (Image: Alcald\u00eda de Bogot\u00e1)<\/figcaption><\/figure>\n

<\/div>In late December, to combat the transport chaos that Bogotanos face, the city\u2019s mayor, Claudia L\u00f3pez Hern\u00e1ndez, signed<\/a> an \u201cemergency\u201d decree, calling for a new land use plan for the capital. This aims to improve public transport, green the city and make it more inclusive, as well as improve housing, among other goals.<\/p>\n

The new plan<\/a> also envisages numerous public works<\/a> that will improve mobility in Bogot\u00e1 during the 2022\u20132035 period it covers, including new tram routes, high-speed lanes, cable cars and, most notably, the first line of the metro. It is the largest infrastructure project in the country, projected to cost 13 trillion Colombian pesos (approximately US$3.5 billion).<\/p>\n

Elsewhere, a series of initiatives introduced by L\u00f3pez in response to the pandemic recently earned Bogot\u00e1 the Institute for Transport and Development Policy\u2019s Sustainable Transport Award<\/a>, recognising the implementation of temporary cycle routes, the introduction of 1,485 electric buses and car-sharing incentives.<\/p>\n

Colombia\u2019s transport networks could further benefit from foreign investment catalysed by the G7\u2019s B3W scheme<\/a>, an embryonic, alternative infrastructure plan to China\u2019s Belt and Road Initiative (BRI) that the Latin American nation endorsed last year. In September 2021, Colombia\u2019s transport minister \u00c1ngela Mar\u00eda Orozco was one of a number of cabinet members to meet<\/a> with US deputy national security advisor Daleep Singh and US Development Finance Corporation (DFC) Chief Operating Officer David Marchick, to explore cooperation on infrastructure projects.<\/p>\n

Yet, urban mobility is only one of Bogot\u00e1\u2019s pressing social issues, and since the award of the metro construction contract, others have risen up the agenda. In a city accustomed to waiting, residents have had to do so a little longer.<\/p>\n

Metro gets underway<\/h2>\n

As well as the disruption of the pandemic, which halted progress soon after the signing of the construction contract in late 2019, unprecedented citizen protests<\/a> against fiscal reforms proposed by President Ivan Duque\u2019s government erupted in April 2021. Demonstrations persisted for months, after evolving into broader demands to tackle longstanding inequality, bringing the entire country to a standstill and further delaying any attempt to restart work on the metro.<\/p>\n

\n

72,000<\/p>\n

\n
\nThe number of passengers Line 1 of the Bogot\u00e1 Metro will be able to carry per hour in each direction, providing a much needed alternative for residents of the congested Colombian capital
\n\n <\/div>\n <\/div>\n

Despite the social upheaval, works managed to start in August, with the inauguration<\/a> of a trainyard that will accommodate the first metro line\u2019s 30 trains. The following month, ground was broken<\/a> for the track itself, at an intersection in the city centre. The line is planned<\/a> to stretch across a total of 24 kilometres and carry as many as 72,000 passengers per hour, in both directions.<\/p>\n

EMB announced<\/a> in February that construction of the trainyard project is around 16% complete and has suggested that they will meet delivery dates ahead of schedule. Mayor L\u00f3pez welcomed the announcement on Twitter<\/a>.<\/p>\n

As well as easing the city\u2019s congestions woes, the Bogot\u00e1 Metro is also expected to stimulate Colombia\u2019s economy, through generating employment and promoting national steel and cement production chains, according to Jose Stalin Rojas, director of the Observatory of Logistics, Mobility and Territory of the National University of Colombia.<\/p>\n

Today, according to Semana<\/a> magazine, there are already 253 companies registered as subcontractors and suppliers on a portal run by Metro L\u00ednea 1 SAS<\/a>, the company created by the Chinese consortium partners. Of these companies, 190 are local and stand to benefit from the works, while approximately 17,000 direct and indirect jobs will be created.<\/p>\n

Semana\u2019s report adds that during the construction process alone, 370 indirect jobs will be created in 2022. The construction of the interchange at Calle 72 and Caracas Avenue \u2013 the location of the ground-breaking in September \u2013 will continue through 2022 and create 130 indirect jobs.<\/p>\n

Though things seem to have started positively, not everyone agrees.<\/p>\n

Latest complaint<\/h2>\n

On the same day that the EMB announced its rate of progress, national senate candidate Hollman Morris filed a criminal complaint<\/a> against L\u00f3pez and former Bogot\u00e1 mayor \u2013 and current presidential hopeful \u2013 Enrique Pe\u00f1alosa, who held the office when the concession was awarded, for alleged irregularities in the contracting process.<\/p>\n

\u201cThe mayor owes an explanation to the people of Bogot\u00e1,\u201d Morris said. \u201c6 billion pesos (US$1.6 million) [went] to these two consortiums, Garrigues and KPMG, illegally, without justification. 6 billion pesos of Colombians\u2019 taxes were paid by the Bogot\u00e1 Metro company, without previous studies and which were not included in the contract.\u201d<\/p>\n

They only say the metro is corrupt because it is not their project<\/p><\/blockquote>\n

Pe\u00f1alosa responded to Morris\u2019 claims via Twitter<\/a> by saying he was a \u201ctypical\u201d ally of Gustavo Petro \u2013 another former Bogot\u00e1 mayor and current presidential hopeful \u2013 in that he \u201cjust talks, he\u2019s not rigorous, doesn\u2019t study, doesn\u2019t understand, and, of course, does nothing\u201d, adding: \u201cwhat\u2019s certain is that Petro did nothing, but we CONTRACTED the Metro.\u201d<\/p>\n

Meanwhile, L\u00f3pez dismissed<\/a> any allegations of criminality from Morris, describing them merely as \u201cpoints for improvement\u201d. She told a local radio station that Bogotanos should \u201crest easy\u201d, and that she would lead work addressing these, before taking a swipe at her rivals: \u201cFor them, the metro is corrupt because it is not theirs.\u201d<\/p>\n

Citizen doubts<\/h2>\n

Beyond supposed financial irregularities, construction of the metro is also reportedly affecting the quality of life for some, Fabio Prieto, a member of the Vecinos del Metro<\/a> (Neighbours of the Metro) community group created to monitor the project\u2019s impacts, told Di\u00e1logo Chino. He said city residents are not being properly consulted.<\/p>\n

\u201cWhen you go [to the EMB] and ask something, they always say \u2018no, that\u2019s private\u2019. So why do they do a citizen participation exercise? It\u2019s very tiring,\u201d said Prieto, annoyed by the company\u2019s secrecy. Di\u00e1logo Chino tried to contact the company to obtain information beyond what is available on its website<\/a>, but did the company did not respond.<\/p>\n

Prieto claims that in Santa Isabel, one of the neighbourhoods in southern Bogot\u00e1 through which the first metro line will pass, the company gave the community inaccurate information.<\/p>\n

In August, residents of Santa Isabel were informed that 59 houses were to be demolished, Prieto said, pointing to a local government document <\/a>released at the time. In 2020, he added, they had been informed<\/a> that work would only encroach \u201c50 or 90 cm\u201d into front gardens of affected properties. But residents are sceptical, and claim that EMB has not declared the full extent of demolitions, with some suggesting that \u201chalf the neighbourhood\u201d might be affected, according to Prieto.<\/p>\n

Di\u00e1logo Chino attempted to contact the company for clarification on this issue, but as of publication, no response had been received.<\/p>\n

Omar Or\u00f3stegui, a political scientist and former director of the organisation Bogot\u00e1 C\u00f3mo Vamos<\/a>, thinks that \u201cthe process is already very advanced, so this should not be a concern\u201d.<\/p>\n

\u201cThe first stage was the negotiation of land, now there is very little left to acquire. As it is an elevated metro, very few considerable areas of intervention are really needed,\u201d he told Di\u00e1logo Chino, adding that he hoped these conflicts can be resolved.<\/p>\n

A second line is coming<\/h2>\n

Despite the complaints, the government and the Bogot\u00e1 mayor’s office announced<\/a> the construction of the second metro line in June 2021. This section will be underground and is intended to benefit more than 2.5 million inhabitants. It will cost 13 trillion pesos (approximately $3.5 billion), extend 15.8 kilometres and have 11 stations. According to the EMB, it will be operational in 2030.<\/p>\n

\u201cThe second line of the Bogot\u00e1 Metro will be structured and financed during the government of Iv\u00e1n Duque. In two years we have done for the second line what it took 10 years [to do] for the first,\u201d L\u00f3pez claimed.<\/p>\n

According to a statement<\/a> from the EMB, as part of the contract between the company and Financiera de Desarrollo Nacional, an agency that promotes private sector participation in public works, geotechnical explorations for the line began on 21 December 2021. For the time being, no further progress on the work has been announced.<\/p>\n

What is known is that the network will consist of 26 trains and carry up to 60,000 passengers per hour in each direction, fuelling Bogotanos\u2019 hopes that an end to their long collective wait is finally on the horizon.<\/p>\n","protected":false},"excerpt":{"rendered":"

The Colombian capital has wanted a metro for decades, but the pandemic and mass protests thrust other issues up the agenda. As work begins, challenges remain.<\/p>\n","protected":false},"author":3882,"featured_media":50051779,"comment_status":"closed","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"_acf_changed":false,"footnotes":""},"categories":[758],"tags":[14713,556,14061],"hashtags":[],"country":[50000025],"class_list":["post-50051605","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-business","tag-cities","tag-infrastructure","tag-transport","country-colombia"],"acf":[],"yoast_head":"\nBogot\u00e1 Metro: plagued by setbacks, an urban mobility overhaul finally begins | Dialogue Earth<\/title>\n<meta name=\"description\" content=\"The Bogot\u00e1 Metro has been a dream for decades, as various issues have pushed it down the agenda. 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