In the Western Hemisphere, few urban projects have been as eagerly awaited, as long delayed, and as politically charged as Bogotá’s metro system.
With a population exceeding 8 million in the city proper and a sprawling metropolitan footprint, Colombia’s capital stands alone as the largest city in the Americas without a metro system. For decades, commuters have endured catastrophic traffic jams, clogged bus routes, and political finger-pointing, all while wondering if the city would ever modernize its transit system. At last, in 2020, construction began on the city’s first metro line.
And now, as of mid-2025, the structure is rising. Slowly. Visibly. And with it, hopes are rising too.
But after nearly a century of false starts, empty promises, and budget shortfalls, can Bogotá’s metro really deliver on its promises? Or will it become yet another political monument to dysfunction?
Why Bogotá Desperately Needs a Metro
Bogotá regularly ranks among the most congested cities on Earth. In 2019, the average resident lost between 190 and 244 hours annually to traffic—roughly 10 full days of life each year. Commuting just 10 kilometers could take 30 minutes on a good day.
And this isn’t just a quality-of-life issue. One study estimated that traffic congestion could cost Bogotá nearly $4 billion between 2013 and 2030, from fuel waste, lost work hours, and logistical bottlenecks that ultimately get passed on to the city’s poorest.
But ironically, Bogotá’s traffic woes aren’t due to an excess of private vehicles. With roughly 250 cars per 1,000 residents of driving age, it has far fewer cars than most U.S. cities. The problem lies in how the city is designed.
The Pattern of Urban Strain
Most people in Bogotá live in the outskirts, especially in a densely packed crescent stretching from the northwest to the south. But most jobs are concentrated in the center and northern business districts. Every day, millions funnel into the same narrow corridors built for a city that never anticipated such growth.
Poorly timed traffic lights, decaying road infrastructure, a shortage of express lanes, and vehicles from the 1950s and ’60s clogging the roads—it’s a transport nightmare.
Low-income workers, particularly women in domestic roles, often spend up to 5 hours per day commuting.
The Bus that Wasn’t Enough
In 2000, Bogotá launched TransMilenio, a Bus Rapid Transit (BRT) system with dedicated lanes and high-capacity corridors. And to be fair, it worked—for a while.
It became a model adopted in Mexico City, Lima, and Santiago. At its peak, TransMilenio could transport up to 45,000 passengers per hour in each direction. But that still fell short of what a metro could offer.
By the 2010s, the system was strained beyond capacity. Overcrowding became chronic, sexual assaults surged, and a 2019 poll revealed that two-thirds of residents were dissatisfied.
Cycling infrastructure has expanded—Bogotá now boasts the largest cycle lane network in the Americas—but these changes haven’t cracked the city’s mobility problem.
80 Years of Promises, Delays, and Political Football
Plans for a metro system in Bogotá date back to the 1940s, when the city had just 300,000 people. But civil wars, the rise of drug cartels, economic crises, and endless political infighting pushed the project into a perpetual future tense.
In the 1980s and 1990s, technical studies were completed. In the 2000s, politicians revived the idea. But with every new mayor came new studies, new designs, and new delays.
Bogotá’s mayoralty is often considered the second most powerful office in the country—second only to the presidency. That means every mayor has wanted to stamp their name on the metro. And each has wanted to start from scratch.
It became a political game. And a deeply frustrating one.
The Breakthrough (and the Breakup)
In 2012, then-mayor Gustavo Petro—now President of Colombia—advanced the most detailed plan yet: a fully underground system with federal backing from President Juan Manuel Santos.
Then the economy tanked. Global oil prices plummeted, the peso lost 60% of its value, and Petro’s successor, Enrique Peñalosa, scrapped the underground plan for a cheaper, faster elevated metro.
The move infuriated Petro and triggered a new round of delays and design revisions. But for the first time in decades, construction was actually on the horizon.
Metro 101: Why Elevated Won the Day
There are four primary ways to build a metro:
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At-grade rail (ground level): cheap, but impractical in dense cities.
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Cut and cover (trenches): cost-effective but highly disruptive.
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Tunnel boring (underground): efficient long-term, but expensive and slow.
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Viaducts (elevated): cheaper than tunneling, faster to construct, and less disruptive than at-grade.
Bogotá went with the elevated option.
But Petro, now president, hasn’t given up. He argues that viaducts will obstruct intersections, worsen congestion, and damage small businesses. He wants to revise parts of the line to go underground. Critics accuse him of political sabotage.
Even his former aide and successor Claudia López—now also accused of corruption—opposed him. She said: “The best line is one that is built. The worst is the one still on paper.”
What’s Actually Being Built
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Length: 23.9 km
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Stations: 16 (10 connecting with TransMilenio)
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Trains: 30 driverless units, 134m long, 2.9m wide
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Capacity: 1,800 passengers per train
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Speed: 42.5 km/h average
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Launch Date: Commercial operations set for Q2 of 2028
The project is being built by APCA Transmimetro, a Chinese consortium composed of China Harbor Engineering Company and Xian Metro. It’s a $4.3 billion contract that includes 20 years of operation and maintenance.
Construction Progress (As of Mid-2025)
Despite early delays (181 days due to technical and bureaucratic issues), the metro is about half complete.
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5 km of viaducts are in place
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Train testing is underway in China
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The first cars arrive in Colombia this September
The launch isn’t too far off—if things stay on track.
Controversies and Geopolitical Tensions
Not everything is smooth steel and concrete. Several controversies have emerged:
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Corruption Allegations: A report by Semana alleges that former Mayor Claudia López and Senator Angélica Lozano received $2.7M in bribes related to the metro.
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Labor Disputes: Local contractors claim they haven’t been paid.
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Chinese Steel: Questions have emerged over the material quality; Bogotá imposed a 35% tariff on imports.
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Geopolitics: U.S. lawmakers have warned Colombia about deepening Chinese ties. Petro appears to be doubling down, announcing Colombia’s entrance into the Belt and Road Initiative.
The Future: Lines 2 and 3
Line 1 may only reduce traffic by 6%, but it sets the groundwork for more.
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Line 2: 15.5 km, fully underground, 11 stations, running northeast to west
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Line 3: In early development, targeting the underserved southern districts
These future lines could finally rebalance Bogotá’s chaotic transport network.
So… Will It Work?
Bogotá’s metro is no longer just a dream. It’s a real structure now. Trains are being tested. Pillars are rising. The steel is set.
Yes, it’s late. Yes, it’s political. Yes, it’s complicated.
But it might just be Bogotá’s best chance in a century to modernize, decongest, and reimagine itself.
It won’t fix everything. But it could change everything.
Frequently Asked Questions (FAQ)
1. Why doesn’t Bogotá already have a metro system?
Bogotá has considered building a metro since the 1940s. However, political instability, budget shortfalls, recessions, and infighting between mayors and national leaders caused the project to stall for decades. Each new administration often restarted studies and designs from scratch, delaying progress further.
2. When will Bogotá’s metro be completed?
As of mid-2025, Bogotá’s first metro line is over halfway complete. The system is scheduled to begin operational testing in 2027, with full commercial service launching in Q2 of 2028.
3. What type of metro system is being built?
Bogotá is constructing an elevated metro system (viaduct) for its first line. This method was chosen because it is faster and more cost-effective than underground alternatives, though it has drawn criticism for potentially worsening surface-level congestion in dense neighborhoods.
4. How long is Line 1 of the Bogotá Metro?
23.9 kilometers, with 16 stations, 10 of which will integrate with Bogotá’s existing TransMilenio bus rapid transit system.
5. Who is building Bogotá’s metro?
The contract was awarded to a Chinese consortium called APCA Transmimetro, led by China Harbor Engineering Company (85%) and Xian Metro Company (15%). The consortium is responsible for design, construction, and operation for 20 years.
6. Why is the Bogotá Metro controversial?
Several issues have sparked debate:
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Political infighting over elevated vs. underground design.
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Corruption allegations against key political figures tied to the project.
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Concerns over Chinese influence due to Colombia’s entrance into the Belt and Road Initiative.
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Use of Chinese steel, which some claim is of inferior quality and harmful to local industry.
7. Will the metro reduce Bogotá’s traffic?
Yes, but only modestly at first. Line 1 is expected to reduce traffic congestion by around 6%. However, future lines (Line 2 and Line 3) are being planned to expand the system’s impact and reach.
8. How will the metro benefit commuters?
The metro will:
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Cut average commute times.
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Offer faster, more reliable alternatives to cars and overcrowded buses.
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Help reduce air pollution.
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Improve connectivity across 78 neighborhoods in 9 districts.
9. Is Line 2 going to be underground?
Yes. Line 2, approved in 2023, will be entirely underground, spanning 15.5 km with 11 stations. It will serve densely populated areas that Line 1 doesn’t reach.
10. What’s the long-term vision for Bogotá’s metro system?
Bogotá aims to build a multi-line metro network that integrates with other transport modes like TransMilenio and cycling paths. Over time, the metro is expected to reshape urban planning, reduce car dependency, and improve quality of life.
