This document compares different assignment methods for estimating a new transit origin-destination matrix in Cartagena, Colombia. The user equilibrium method best fits the observed data, with a slope of 0.91 and R2 of 0.89. 85% of assigned volumes using this method have a GEH statistic below 5.0, validating it as the method that best fits the city's conditions during peak hours. The dynamic user equilibrium method performed worst with underestimated volumes and a high GEH close to 10.

1. Transit O-D Matrix estimation based on observed transit
counts in Cartagena, Colombia, using different assignment
methods.
ABSTRACT
This document presented a comparison between different assignment methods to
estimate a new transit O-D matrix in Cartagena , Colombia.
According to the results of the process, the incremental method assigns less
volume than the one anticipated (slope below 1), however it maintains values ​​that
can be acceptable. Moreover, stochastic methods both involving Logit as Kirchhoff
overestimate demand, as volumes obtained form a trend line with a slope greater
than 1, the dynamic user equilibrium was the method that threw the worst results
having underestimated volumes which has a GEH close to 10 .
The method that best fits the data obtained in the field is the user equilibrium
with a slope of 0.91 and an R2 of 0.89,whereas the average GEH statistic is 7.8 ,
however, 85% of the assigned volumes are placed in a GEH range below 5.0, which
successfully validates this method as the one which best fits the city’s conditions
during peak hour.
METHOD
Regression analysis
GEH Statistic
Average GEH
Statistic, 85th
percentileSlope R2
Incremental 0.88 0.88 7.9 5.5
User Equilibrium 0.9 0.89 7.8 5.4
Stochastic assignment -
Logit
1.08 0.83 10.3 8.2
Stochastic assignment -
Kirchhoff
1.07 0.83 10.2 8.1
Dynamic user
equilibrium
0.75 0.79 9.8 6.5
Professional Portfolio
Diego Alejandro Moreno-Sosa

2. Travel demand assessment for a Light
Rail system in Bogotá, Colombia.
ABSTRACT
The travel demand assessment described the information, criteria and processes, in
forecasting the potential demand in different scenarios of the city’s public transport network,
integrated to a light rail system, as an integral part of the BRT subsystem, in which the urban
and regional public transport infrastructure can be effectively integrated.
The definition of the functional units to be developed in the project, had been based on the
criteria or goals set as triggers for progress in the expansion of the line, consequently the
strategy must be established as progressive, depending on the behavior of travel demand and
development of different urban and regional system components in the city . There are still
many uncertainties about the real future of the city’s mobility system, which is why the
chosen development strategy is the most suitable one.
DESCRIPTION Scheme Year
Highest transit flow
segment
Direction
of flow
Max transit
flow
Travel demand (total boarding)
Pas/hour Peak hour day year
Est Sabana - Calle
100 and vice
versa
2019
Cra 7 x Calle 48 - Calle 42 N-S 5,236
- - -
Cra 7 x Calle 42 - Calle 48 S-N 8,929
TOTAL BOTH -
20,849 194,104
57,558,503
Est Sabana - Calle
193 and vice
versa
2019
Cra 7 x Calle 48 - Calle 42 N-S 7,499
- - -
Cra 7 x Calle 42 - Calle 48 S-N 10,397
TOTAL BOTH -
28,152 262,095
77,720,129
Professional Portfolio
Diego Alejandro Moreno-Sosa

3. Pedestrian’s infrastructure assessment of the
Bullring “Santamaría” in Bogotá, Colombia.
ABSTRACT
The assessment contained the validation occupancy rates proposed by the local
government to the bullring. It contains an estimate of operational indicators, to identify
the technical-and safety flaws of the current design to develop a new proposal.
The plan to access or exit the premises, had to be a solution that do not involve the
expansion of the current entrance/exit due to architectonical restrictions from the local
government.
Noting the values returned by the government proposal, it appears that the net floor
area per viewer is far below the minimum regulated of 0.7 m2/Pedestrian, therefore the
new proposed capacity is 3940 spectators, based on the maximum net area available for
the event (2764.60 m2) and the maximum evacuation time of 75 pedestrians per
minute.
Current situation
Location
Perimeter
radio
Total area
(m2)
Utilization
level
Net area
(m2)
Occupancy
level
Maximum
occupancy
m2 x
pedestrian
Balcony 40 1,178 50% 589 20% 3,000 0.20
VIP 35 2,592 50% 1,296 40% 6,000 0.22
Platinum 20 1,257 70% 880 40% 6,000 0.15
Proposed situation
Location
Perimeter
radio
Total area
(m2)
Utilization
level
Net area
(m2)
Occupancy
level
Maximum
occupancy
m2 x
pedestrian
Balcony 40 1,178 50% 589 21% 827 0.71
VIP 35 2,592 50% 1,296 47% 1,852 0.70
Platinum 20 1,257 70% 880 32% 1,261 0.70
Professional Portfolio
Diego Alejandro Moreno-Sosa

4. Microscopic simulation of road closures in the NQS avenue in
Bogotá as part of a traffic management plan.
ABSTRACT
In order to mitigate the impact generated during the construction phase of a specific project, there was a necessity to design a Traffic Management Plan,
sings and Detours, which will allow the correct execution of the work’s schedule under safe conditions, without significantly affecting the mobility of the
surrounding users. Given the degree of complexity of the construction to develop the project, several stages were proposed to decrease the impact of the
users.
The processing information and analysis of the current situation are use to build the baseline scenario, on which a set of operational indicators are measured
to asses the conditions of the situation currently implemented. The proposed alternatives are tested on a network with the required detail to be used on a
microscopic traffic simulation modelling software.
Junction PMT Stage 2, phase II, Option A PMT Stage 2, phase II, Option B
Location Approach
DELAY
(SEC/VEH)
Max queue
(m)
LOS DELAY (SEC/VEH)
Max queue
(m)
LOS
AV NQS X
CALLE 2
NORTH 26.7 153.4 C 11.5 60.4 B
SOUTH 132.6 206 F 110.1 206.5 F
WEST 141.5 139.5 F
South lane
188.5
296.9 F
North lane
138.4
197.6 F
EAST 151.4 107.7 F - - -
Junction (Total) 86.9 F 86.2 F
Professional Portfolio
Diego Alejandro Moreno-Sosa

5. A proposal to implement an Integrated
Public Transportation System in
Valledupar, Colombia.
ABSTRACT
The city of Valledupar had been expanding its urban area, reaching a population of
423.000 inhabitants in 2012. On a daily-basis, 59.500 trips are take on public
transportation, this represents 16% of the total number of daily trips in all modes of
transportation.
The analysis was focused on a preliminary approach for the required components of
Valledupar’s integrated public transportation system, which covers; route system
design, required infrastructure, financial appraisal, legal considerations and a risk
assessment matrix.
The hexagonal network configuration and the demand’s location influences the
configuration of a mixed system of routes; 1. A diametrical configuration that allows
the system to pick up the surrounding demand in the boroughs of the periphery,
allowing the system to move more demand to the city center, area with the biggest
rate of attracted trips. 2. Radial routes that allow the system to integrate the activity
center and the most dense areas in the outskirts of the city.
The strategic public transport system in Valledupar must be aimed at a reduction in
travel times in public service vehicles within the city, as a direct result of the
strategies implemented in the restructuring of routes, which also leads to a decrease
in operating costs of the system overall.
It is vital to establish a network of bike paths and pedestrian corridors that allow safe
pedestrian access to the areas intervened by this project and to the historic center;
core of the tourism sector and one of the keys to attract investment to the city .
Professional Portfolio
Diego Alejandro Moreno-Sosa