2026-08-01T03:08:27Zhttps://riubu.ubu.es/oai/request

oai:riubu.ubu.es:10259/69822024-05-20T09:45:05Zcom_10259.4_104com_10259_2604col_10259_6848

Medina Tapia, Marcos Robusté Antón, Francesc Estrada, Miquel 2022-09-21T10:57:38Z 2022-09-21T10:57:38Z 2021-07 978-84-18465-12-3 http://hdl.handle.net/10259/6982 10.36443/10259/6982 Trabajo presentado en: R-Evolucionando el transporte, XIV Congreso de Ingeniería del Transporte (CIT 2021), realizado en modalidad online los días 6, 7 y 8 de julio de 2021, organizado por la Universidad de Burgos Santiago, the capital city of Chile, has seven million inhabitants in an area of 850 km2. This city has a metro network with seven lines extending 140 kilometers and transports approximately 2.6 million people daily. The bus system has undergone significant transformations over the last three decades. The most relevant change having been Transantiago, the public transportation system implemented in 2007 for Santiago, Child, which combines the use of Metro and buses (BRT). Metropolitan Mobility Network (called Red) is the latest version of the public transportation plan. This paper aims to analyze the current subway infrastructure using the continuous approximation method for Santiago, Chile. We previously proposed a macroscopic methodology to identify the needs for an adequate level of service in urban mobility and transportation, and we applied it to Santiago's Metro network. Our work focuses on functionality and demand distribution. Santiago's demand varies spatially in volume and extension throughout the city. Using the latest origin-destination survey from 2012, we deduct the critical components in this current network structure. It is worth mentioning that the metro design bases its network on a ring-radial structure. With our macroscopic model applied to Santiago, Chile, we have detected infrastructure needs in the current transit network. The supply of infrastructure should increase for two reasons: first, to achieve balanced cost levels between users and the agency and second, to reduce subway occupations. The optimal model outcomes for Santiago define the optimal network in which the system requires five rings and ten end-to-end longitudinal lines (20 radial routes), including lower levels of occupation. The obtained results are a good preliminary solution, considering the subway infrastructure supply could be sub-estimated in the public transportation plan. The authors had support from the Barcelona Innovative Transportation (BIT) Research Group. Moreover, the first author's work was supported by Chile's National Agency for Research and Development (ANID) / Becas-Chile Doctoral Scholarship Program No. 72160291. The first author had support from the Project 092112MT of the Departamento de Investigaciones Científicas y Tecnológicas (DICYT) of the University of Santiago of Chile (USACH). application/pdf eng Universidad de Burgos. Servicio de Publicaciones e Imagen Institucional R-Evolucionando el transporte http://hdl.handle.net/10259/6490 https://doi.org/10.36443/9788418465123 info:eu-repo/grantAgreement/ANID//72160291 info:eu-repo/grantAgreement/USACH//092112MT Planificación del transporte Transporte público Planning of transport Public transport Ingeniería civil Transportes Civil engineering Transportation Spatial analysis of public transportation infrastructure in Santiago, Chile info:eu-repo/semantics/conferenceObject info:eu-repo/semantics/publishedVersion info:eu-repo/semantics/openAccess 2393 2410