disaggregated the overall OD matrices by transport mode using complementary data (e.g., in the case of Buenos Aires, public transport smartcard data from SUBE); identified the trip purposes based on rules of thumb related to where the trips start, end, and their duration as well as complementary land use data; and lastly, expanded the anonymous observed sample to represent the total population of the region.

The assessment of the evolution of mobility indicators by income group was based on the spatial association of the identified travelers’ home locations and the socioeconomic indicators available for the specific neighborhood blocs. In Bogota, this is based on the socioeconomic “strata” designation at the bloc level estimated by the National Administrative Department of Statistics (DANE), while in AMBA the indicator of percentage of households with unsatisfied basic needs is used, available from the National Institute of Statistics and Census of Argentina (INDEC) at the census radius level for most of the study area.

The principles followed for the construction of the indicator framework and the selection of indicators are adapted from international recommendations (e.g., Litman 2021; Olofsson and Brundell Freij 2017). These recommendations emphasize that indicators should be relevant to understanding a specific dimension of the transport phenomenon, easy to understand, reliable and measurable. While the proposed indicator framework is a powerful tool for decision making in mobility planning and management, it does not pretend to cover all the analysis needs of the transport system, as there are additional aspects to transport demand that need to be monitored (e.g., road safety or user satisfaction with the transport system). Thus, for the purposes of longerrun planning, the indicator framework complements the transport demand analysis capabilities provided by other, broader transport indicator frameworks.

# **4. The economic, transport, and regulatory context of the pandemic**

# _4.1. The economic and transport sector context_

Public transport in Bogotá, the capital of Colombia of about 8 million people, is organized around the Integrated Public Transportation System (SITP), which brings together the collective public transport services and has components:

- Trunk system, consisting of the trunk and feeder services of the Transmilenio system, implemented since 2000, as well as cable services (TransMiCable). The trunk services run along the city's main roads and have segregated infrastructure, being one of the best known examples of Bus Rapid Transit (BRT) in the world. Feeder services connect the system's main stops with neighborhoods near the trunk lines. Cable services connect elevated areas of the city with Transmilenio's trunk system stops via cable cars.

- Zonal system, consisting of urban, complementary and special services. Urban services are usually transversal services, complementary services are associated with trunk services, and special services serve rural areas of Bogotá D.C.

In addition, Bogota’s intermunicipal bus system connects Bogota D.C. with the municipalities of Cundinamarca that make up its metropolitan area. Finally, there are non-collective public transport services, which complement the collective public transport offer. In addition, there are three projects aimed at developing rail transportation in Bogotá: (i) the Bogotá metro, whose first line is scheduled to start operating in 2028 and second line expected in 2032; (ii) the Regiotram de Occidente, a train-tram infrastructure that is part of the commuter rail planning in metropolitan Bogotá, scheduled to start service in 2026, (iii) the expansion of the TransMilenio BRT network in four key corridors, among others.

AMBA is home to around 15 million people and consists of CABA and 40 municipalities of the Province of Buenos Aires (PBA). AMBA has fourteen Metrobus infrastructure corridors, a metropolitan bus network made 5