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Integral Accessibility to Airports in the Colombian Coffee Region. Case Study:

Coffee Airport, Colombia

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DOI: 10.17485/ijst/2018/v11i26/129344

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Indian Journal of Science and Technology, Vol 11(26), DOI: 10.17485/ijst/2018/v11i26/129344, July 2018

Integral Accessibility to Airports in the Colombian

Coffee Region. Case Study: Coffee Airport, Colombia
Diego A. Escobar1*, Santiago Cardona1 and Carlos A. Moncada2
Universidad Nacional de Colombia – Sede Manizales. Facultad de Ingeniería y Arquitectura. Departamento de
1

Ingeniería Civil. Cra 27 # 64-60, Manizales, 170004, Colombia; daescobarga@unal.edu.co, scardonau@unal.edu.co

2
Universidad Nacional de Colombia – Sede Bogotá. Facultad de Ingeniería. Departamento de Ingeniería Civil y
Agrícola. Ciudad Universitaria edificio 214 Oficina 417, Bogotá, 111321, Colombia; camoncada@unal.edu.co

Abstract
Objectives: The investigation seeks to calculate the benefits generated in terms of travel time on the road network until
the place where the International Coffee Airport, in the municipality of Palestina, in the department of Caldas, Colombia,
will be built. Methods/Statistical Analysis: Calculating the integral accessibility to airports in current situation
without the construction of Coffee Airport and future situation with the start-up of the Coffee Airport we can calculate
the savings in travel time generated by the new facility in the Cofee Region. Besides, for the geo statistical model Kriging
Ordinary model is used. Findings: The obtained results probe that the new airport benefits 528381 people in terms of
travel time and accessibility and improved the Coffee Cultural Landscape and its importance in the Coffee Region Tourism.
Application/Improvement: The integral accessibility as a planning tool to determine the advantages of the construction of new
facilities like airports in terms of travel time on a specific road network. By calculating the integral accessibility to
airports in current and future situations, with the start-up of the Coffee Airport, calculating the savings generated through the
savings gradient is possible, finding which are the municipalities and percentage of population in the area of influence that
will benefit the most in terms of time.

Keywords: Airports, Coffee Airport, Colombian Coffee Region, Integral Accessibility, Saving Gradient

1. Introduction the Coffee Cultural Landscape4, transport, construction

and trade, reaching up to 4% of the total gross domestic
The Colombian Coffee Region (Figure 1) is located in the product (GDP) of the country5,6.
center west of Colombia, made up of about 101 munici-
palities in the departments of Caldas, Risaralda, Quindio,
to the north of Cauca Valley and to the west of Tolima1.
The capitals of the first three are Manizales, Pereira and
Armenia respectively. It is a strategic pole of the region2. It
reaches an area of 2,989,040 hectares and a population of
more than 4 million people, according to the National
Administrative Department of Statistics (DANE, acro-
nym in Spanish) in its population projections, which is
close to 10% of the country’s total population3. On the
other hand, since the 20th century, this region’s economy
has been framed by the primary sector and the coffee
expansion, which was later diversified into tourism, with Figure 1.  Geographic location of study area.

*Author for correspondence

 Integral Accessibility to Airports in the Colombian Coffee Region. Case Study: Coffee Airport, Colombia
Currently, the region has 4 airports in operation that
connect it with the rest of the country and the world: two
international ones, the Matecana in Pereira, which has 3
international destinations, and 6 national ones of a com-
mercial nature7, and the Eden in Quindio, which has 2
international and 2 national destinations of commer-
cial nature8. The Santa Ana national airport in the city of
Cartago, located in the north of Cauca Valley, will have a
regular operation by 2018, due to the arrival of airlines that
will make flights to the capital of the country9. Finally, La
Nubia is located in Manizales, which is a national airport,
and makes daily flights to Bogota, but which is constantly
closing operations, cancelling and postponing flights due
to its geographical location and the adverse climatic condi-
tions of Manizales10,11. On some occasions, passengers are
directed to the Matecana airport, located an hour and a half
by land causing discomfort to different users12.
For this reason, the construction of the airport project
called the International Coffee Airport (Aeropuerto
Internacional del Cafe or AeroCafe for its name in spanish)
was proposed, which will help to revitalize the coffee region,
opening international markets to trade and tourism, and
because it may have a track long enough to admit transoceanic
capacity airplanes in its second stage5. The International
Coffee Airport will be located in the municipality of Palestina
(Department of Caldas), at a distance of 24 kilometers of
Manizales, the capital of Caldas department and 27 kilometers
of Pereira, the capital of Risaralda department. On the other
hand, it is located at 1500 m.a.s.l. and a favorable climatic
conditions during a great part of the year and without
topographic barriers, which generates an airstrip that can
work on both sides. Its beginnings go back to the year 1977,
when the idea arose from a study of roads for the trunk
Felisa-Chinchina in Caldas. Then, in 1985 the municipality
of Palestina and the Chamber of Commerce of Manizales
(Camara de Comercio de Manizales in Spanish) created the
Palestina Airport corporation, to which the governorship of
Caldas in 1986 and the municipality of Manizales in 1989
adhered, allocating resources from the airport tax levied at
La Nubia Airport. In 2002, the financing and promotion
institutes of the department of Caldas (INFICALDAS) and
the municipality of Manizales (INFIMANIZALES) together
with the United Nations Development Program (UNDP)
began pre-feasibility studies of the project from where the
environmental licenses were obtained before the Regional
Autonomous Corporation of Caldas and the Special
Administrative Unit of the Civil Aeronautics of Republic of
2 Vol 11 (26) | July 2018 | www.indjst.org
Colombia (AEROCIVIL, acronym in spanish)13. In 2005,
the construction of the project began, which is far from
finished, due to various problems in the design, financing,
administration and political areas, among others14. In 2018,
the Colombian congressmen reaffirmed the will to complete
it thanks to the economic and social viability of the project15.
In this research, an analysis of integral accessibility
at the territorial level was made to the airports that are
currently operating in the region of the coffee region and
were compared with the future situation, where the Coffee
Airport comes into operation by means of the gradient of
savings in travel times, finding the real benefits generated
by the implementation of this important airport.
Accessibility is a concept that appears in research
articles thanks to Hansen (1959) where he defines it as “...
the potential of opportunities for interaction ...”16 but that,
according to Batty (2009), has been applied in the United
States of America since the 1920s as an instrument for
transport planning and land use17. Later, Ingram (1979) is
responsible for defining different types of measures such as
relative accessibility, which is calculated between two spe-
cifics nodes and integral accessibility18, which calculates the
accessibility of a city, region or number of people with dif-
ferent nodes of health activity19, education20, commerce21
or airports22, as it is in this research article. This measure is
made in distance or travel time, including speed in the road
network. Likewise, it can include qualitative variables of the
measured activity nodes, generating accessibility models
that include impedance and friction variables such as sever-
ity models16,23 or models based in profit24-26, widely studied
over the last decades. In addition to the measures proposed
by Ingram (1971), global accessibility emerged, which mea-
sures the relationship between set of nodes that exist in the
road network27,28. This measure has been used in Colombia
for various studies such as obtaining benefits in new road
infrastructure works and the evaluation of connection alter-
natives27. For this study, territorial integral accessibility will
be used, which has been used in various investigations29-33.
After the introduction, the research methodology
used, the main results obtained and the conclusions are
presented.
2. Methodology
The research methodology (Figure 2) addressed consists
of four main stages and a preliminary stage of input data,
which are described which are described below.
Indian Journal of Science and Technology

Figure 2.  Research methodology.
2.1  Basic Input information
The necessary Basic input information inputs are
obtained to perform the investigative analyzes. First, the
study area is defined, composed of the municipalities of
the Colombian coffee region. In addition, georeferenced
polygons must be created in GIS software. Secondly, the
polygons of the municipalities are related to the popula-
tion data projected for 2018 by the DANE3, according
to the census conducted in 2005, which will allow per-
forming population coverage analysis of the isochronous
curves of accessibility and gradient of savings that will be
calculated in stage 2 and 3 respectively. Thirdly, the 5 air-
ports described in the introduction (La Nubia, Matecana,
El Eden, Santa Ana and Coffee Airport) should be geore-
ferenced in GIS software, which will be analyzed in stage
2. Finally, the territorial road network georeferenced in
GIS software for the study area, which is composed of pri-
mary and secondary roads.
2.2 Road Network Verification and
Validation
In this stage, the topological verification of the regional
road infrastructure network for the calculation of the
integral accessibility obtained in the initial stage accord-
ing to the graph theory34,35. On the other hand, the lengths
of the arcs that make up the regional road network are
calculated and are related to their operating speeds to cal-
culate the travel time of each arc. These speeds are defined
according to the maximum operating speeds of the pri-
mary and secondary roads, which are 60 km/h 40 km/h
respectively, using the 85th percentile as the functional
network speed, according to previous research conducted
in the region33. Finally, it is obtained that the road net-
work consists of 7259 km of roads, of which 23%
(1686 km) correspond to primary roads and the remain-
Vol 11 (26) | July 2018 | www.indjst.org
Diego A. Escobar, Santiago Cardona and Carlos A. Moncada
ing 77% (5573 km) to secondary roads. Figure 3 shows
the regional road infrastructure network, the location of
the airports under study and the whole study area.
Figure 3.  Airports and regional road network,
georeferencing.
2.3 Compute of Integral Territorial
Accessibility to the Airports
At this stage of the research, the compute of integral
accessibility must be performed for the two proposed
scenarios. The current scenario corresponds to the inte-
gral accessibility to the airports that are in operation: La
Nubia, Matecana, El Eden and Santa Ana. The future
scenario is the measure of the integral accessibility to the
airports that are in operation, including the International
Coffee Airport which is currently under construction.
For the calculation of the integral accessibility, in the first
place, the vector of travel times for each of the airports
must be calculated by means of the algorithm of mini-
mum roads of Dijkstra, which finds the minimum route,
in terms of travel time, from each node to the target node,
airports36,37. Secondly, a single vector of travel times must
be obtained, relating the minimum time for each node,
obtaining the closest airport for each analyzed node38.
Another important aspect is the construction of iso-
chrone accessibility curves, which are obtained by the
ordinary Kriging geo-statistical model. This method has
been used in several investigations related to transport
networks, finding favorable results because it is unbiased
and minimizes the variance of estimation27,39,40. In
Equation 1, the formula is used as an estimator of ordi-
nary Kriging. For the structural analysis, the linear
semivariogram will be used (Equation 2), which is impor-
Indian Journal of Science and Technology 3
 Integral Accessibility to Airports in the Colombian Coffee Region. Case Study: Coffee Airport, Colombia

tant because the spatial structure of the study situation is 6.11% of the study area (203 611 Ha), which corresponds
characterized, which in this case is the vector of travel to 29.28% of the population (1 241 308 people). On the
times41,42. Where N ( h ) is the number of pairs Z xi + h ( ) other hand, 20.64% of the population (874 584 people)

( )
and Z xi separated by a distance h = h , so the smaller
must invest between 30 and 60 minutes of travel time to
reach one of the airports, corresponding to 14.39% of the
distance between the data, the better the estimate study area (429 906 Ha). This indicates the clear proxim-
times41,42. ity of urban centers to airports due to the fact that a large
n percentage of the population (50%) is covered in a much
Z 0* = ∑λ Z (x )
i =1
i i (1) smaller area percentage (21%).

N (h )

∑ ( ) ( )
1 2
γ ( h ) = Z x + h − Z x  (2)
2N ( h )  
i i
i =1

2.4  Saving Gradient

The saving gradient computation (Ga (%)) between
the two scenarios, current situation (IA a) and future situ-
ation (IA f), the time vectors calculated in the previous
stage are used and Equation 3, used in previous research
is applied27, obtaining a savings gradient vector to which
the Kriging geo-statistical analysis described in the previ-
ous stage is applied.
IAa − IA f
Ga ( % ) = ∗100
IAa
2.5  Comparison with Covered Population
For the comparison with the covered population, the
polygon of municipalities generated in the initial stage is
used, which has the projected population for each one of
them by 2018 and is compared with the isochronous cur-
ves of integral accessibility of the two scenarios and the
savings travel time19,27,38. By means of this comparison, it
is possible to find the population coverage percentage for
each isochronous curve and the savings generated by the
savings gradient19,27,38.
Figure 4.  Integral accessibility to airports, current
situation.
(1)
In Figure 5, the coverage of isochronous curves can be
observed for the current situation regarding the popula-
tion and area of the study zone where 69% of the
population (2936891 inhabitants) or 45% of the area
(1344647 Ha) invest less than 2 hours to access any of the
airports studied. The comparison of these graphs con-
firms the trend that a smaller area covers a larger number
of people due to the location of settlements and airports
near urban centers. For the maximum isochronous cover-
age curves, it is observed how the percentages of coverage
of area and population are equated, since they correspond
to the rural areas of the study area.

3.  Results and Discussion

3.1  Integral Accessibility, Current Situation

Figure 4 shows the isochronic curves of integral accessi-
bility for the current situation, corresponding to travel
times to the 4 airports that are in operation. In this, one Figure 5.  Isochrones curves vs. covered percentage in area
must invest up to 30 minutes of travel time to cover a and population, current situation.

4 Vol 11 (26) | July 2018 | www.indjst.org Indian Journal of Science and Technology
 Diego A. Escobar, Santiago Cardona and Carlos A. Moncada

3.2  Integral Accessibility, Future Situation in the areas near the Coffee Airport. Also, there is up to
12% of the population (528381 inhabitants) who get up to
Figure 6 shows the isochronous curves for the future situ-
5% savings in travel times. For savings of up to 10%, the
ation where the Coffee Airport is included, which
percentage of the covered population reaches 10%
continues in its construction phase. In this case, it can be
(425964 inhabitants), a population higher than that regis-
seen how the area covered by the isochrone up to 30 min
tered by Manizales (414000 inhabitants), capital of the
grew 20 897 Ha (0.7%) in area and 68 405 people (1.614%)
department of Caldas and one of the main nodes of eco-
in population, which indicates a greater coverage gener-
nomic activity in the studied region.
ated by the new activity node in the airport. Likewise, it is
clearly observed in the map how the isochronous curve of
30 min grows with respect to Figure 4, corresponding to
the current situation.

Figure 8.  Average percentage coverage of Global

Accessibility coverage for AMRCS.

Figure 6.  Integral accessibility to airports, future situation. Figure 9 shows the graph that relates the percentage
savings with the percentage of area and population cover-
age. Again, the percentage of population covered is greater,
Figure 7 shows the population and area coverage
due to the large number of inhabitants who live near the
warnings with respect to the isochronous accessibility
studied airports. On the other hand, it is interesting to
curves where growth is observed in the coverage for the
note that savings up to 20% is covered by up to 6% of the
isochronous curve less than 2 hours, reaching 70% cover-
population, demonstrating the great benefit in terms of
age for 2 950 382 people.
travel time savings generated by the Coffee Airport.

Figure 7.  Isochrones curves vs. covered percentage in area

and population, future situation.

Figure 9.  Saving gradient percentage vs. covered

3.3  Gradient Saving population, municipalities.

Figure 8 shows the savings gradient product of comparing

the integral accessibility of the two scenarios studied, Figure 10 shows the gradient of savings generated in
where travel times to the airports under study are related. the 23 municipalities in which the travel time to the air-
It is observed that there are savings of up to 100% present ports is improved. Among these, the presence of Manizales

Vol 11 (26) | July 2018 | www.indjst.org Indian Journal of Science and Technology 5
 Integral Accessibility to Airports in the Colombian Coffee Region. Case Study: Coffee Airport, Colombia
stands out (400 136 people), in which 35% of the popula-
tion reaches up to 5% of savings, reaching a saving of 65%
for 1% of the population. On the other hand, municipali-
ties near the Coffee Airport obtain savings of up to 5%
(Riosucio -63 719 hab., Pacora -11 124 hab.- and Quinchia
-33 941 hab.-), 10% (Chinchina -50 880 hab.-), 15% (La
Merced -5 172 hab., Marmato -9 266 hab. -and Supia-27
239 hab.-) and 30% (Palestine -17 639 hab.-) for the total
of its population. Likewise, the municipalities of
Chinchina and Palestina obtain a greater benefit due to
their proximity to the Coffee Airport, reaching savings of
some percentage for 100% of their population.
Figure 10.  Saving gradient percentage vs. covered
population, municipalities.
4. Conclusions
The comparison of travel times generated by activity
nodes such as airports through integral accessibility and
the savings gradient, serve to determine the travel time
savings generated by a new activity node such as the
Coffee Airport and its effect on the population, which
reaches a direct impact of 530 thousand people in the
coffee region and will boost commercial air transport,
allowing faster and more efficient access to different des-
tinations in the country and the world. Also, the different
people who visit the coffee region for tourism will benefit
in the same way by having a new arrival offer, enhancing
the Coffee Cultural Landscape, registered as a world heri-
tage by the United Nations Educational, Scientific and
Cultural Organization and Culture-UNESCO-.
On the other hand, the Coffee Airport would func-
tion as an important development attractor for the
municipality on which it is being built, Palestina. Also,
it would work as an alternative to the La Nubia air-
port, which has numerous problems of infrastructure
and unfavorable weather, so that travelers entering and
6 Vol 11 (26) | July 2018 | www.indjst.org
coming from Manizales and its metropolitan area would
not have to travel to the Matecana Airport to access their
flights.
Finally, for future research, an accessibility calculation
based on profits could be made to find the benefit gener-
ated in the study area, in economic terms, by the Coffee
Airport, using attractor variables that would include a
greater offer of international and national destinations
and a track of greater length that would allow, given its
climatic and geographical conditions, to operate commer-
cial flights at a lower cost than the Jose Maria Cordoba
airports of Medellin and El Dorado in Bogota.
5. Aknowledgments
The authors are grateful for the participation of the stu-
dents and professionals involved in the research center
for sustainable mobility of the Universidad Nacional de
Colombia - Sede Manizales, Departamento de Ingenieria
Civil, Facultad de Ingenieria y Arquitectura.
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