Green Transportation for Green Growth in Korea

Department of Geography

Kyung HeeUniversity

Green Transportation for Green Growth in Korea

Chang-Hyeon [email protected]

Job: Assistant Professor, Urban Geography, Department of Geography, Kyung Hee Univ., Seoul, Korea

Activity: Member of- International Association of Travel Behavior Research (IATBR)- Korean Geographical Society, Korean Society of Transportation- Advisory Committee of Capital Region Development, Presidential Advisory Body for Regional Development

Research interest:- Activity analysis- Passive data collection of activity travel behavior- Urban planning for informational urban spatial structure and travel behavior


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Outline

Governmental efforts Discouraging car use vs. encouraging public mode use Campaign with encouraging policy measures Mobility management measures for CO2 reduction Travel – Activity- Urban spatial structure Discussion


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National energy consumption: Industrial (57%), Transportation (21%), HH & Commercial (20%) Emission in transportation sector: 5% annual increase (‘90-‘07) Policy efforts: Bus (more major intercity lines), Train (more double track lines), Car (more parking lots for limited maximum) Yet, transportation overall maintains car-oriented systems Road’s modal split: Road 82% of passenger, 73% of freight Car 94% of CO2 in transportation Inefficiency: Road consumes 11 times more than rail. # Cars: 16 million in 2008 22 million in 2020 Low rate of transportation SOC investment for the rail: Road 50%, Rail 23% Public modes’ modal split: 53.4% in 1996 51.8% in 2005

1. Motivation

Governmental efforts


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2. Policy strategies

% Road Rail Sea Air

2009 57.2 29.3 13.1 0.4

2020 40 50 10 0.1

Governmental expenditure:

2010: 5000 million for road, 3500 million for rail from total 200,000 million Euro

Green Growth Policy 1: TDM

Green Growth Policy 2: Encouraging pedestrian and bike mode

Green Growth Policy 3: Encouraging transit

Green Growth Policy 4: Encouraging rail-sea link

Green Growth Policy 5: Green Transportation Technology


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3. Greenhouse Emission Policy Goals

Policy goal in 2020 (CO2 emission in million ton)

National emission reduction goal by 2020: 30% off from BAU (4% off against 2005; 246 m ton off against expectation)

total

transportation246

reduction


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National emission reduction goal by 2020 in transportation sector: 33-37% off (20-24% off against 2005; 46 m ton off)

46reduction

Transportation sector


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41% policy, 59% technologyBy sector


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m t CO2 %base 2012 55.60

modal changecar 10% 52.94 4.8truck 20% 49.08 11.7

network change car 10% 52.05 6.8

green technohybrid 10% 55.22 0.7EU efficiency 53.00 5.0

operationITS 20km/h 52.12 7.2Hi-pass 55.60 0.2

Actual expectation

To achieve the gov’s goal, base 2012 should be 41.37 million ton CO2 .But actual expectation is:

Combination of these is stressed.However, policy for transportation itself has limited effect.


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Emission monitoring Energy consumption limit monitoring system (such as GB’s national atmospheric emissions inventory (NAEI))

2010 2011 2012

companies46

(500,000 toe or higher)222

(50,000 toe or higher)423

(2 toe or higher)

governmentalcentral governmental bldglocal governmental bldg

all governmental bldg

big bldg 10,000 toe or higherlogistics companies

more than 100 vehicles

KOTEMS: Korea Transport Emission Management Systems

variable indicator

environmentalgreenhouse gas

annual amount in transportation sector

amount per person in transportation sector

amount per m2 in transportation sector

air pollution amount per person in transportation sector

social traffic safety death toll by traffic accidents per person, per auto

economicmodal split transit modal split

air quality traffic congestion cost per person

Monitoring by evaluating the sustainability in transportation sector


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Discouraging car use vs. encouraging public mode use

Comparative studies: Impacts of gasoline price increase & transit improvement

Auto traffic volume (# cars) change when oil price increase by 1%total period low period high period

-0.5261% -0.9240% -0.1799%

Jan. 2000 to Jun. 2004 (low oil price period), Jul. 2004 to Dec. 2008 (high oil price period)Elasticity in low period is 6 times higher than that in high period.

Jan. 2000 to Dec. 2008No significant difference between high and low periods is found.

Transit use (# persons) change when oil price increase by 1% increase by 0.18%

Impact of transit system improvement transit use people increase by 4.19%

Price impact is higher to auto than to transit.

Impact of oil price on the car use is limited in high period like these days.To have an impact, high increase of gasoline price needs to be placed.Impact on transit use is limited in all periods. Transit improvement policy is more effective.


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Campaign with encouraging policy measures

Weekly no-driving day program in Seoul reduces daily car use by 3.66%.

Car-dependent drivers are less likely participate in the program

Survey on attitude to TDM measures

Public transportation strategies received as the key elements.


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Mobility management for CO2 reductionMM Survey on 327 individuals’ attitude and actual implementation of CO2 reduction


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MM effect on car use freq per purpose

commutingnon-work (weekday)

non-work(weekend)

total

freq person freq person freq person freq person

Before MM 336 177 90 63 258 175 684 4151 week later 291 154 44 31 231 134 566 319

1 month later 292 151 50 33 228 136 570 320↓

rate %1 week 13.4 13.0 51.1 50.8 10.5 23.4 17.3 23.1

1 month 13.1 14.7 44.4 47.6 11.6 22.3 16.7 22.9

Other TDM effects (before and after)

Freq, # persons

MM (1 month later)

Toll charge (Main entry to downtown)

Integrated transit system (transfer cost saving)

Weekly no-driving day program (Seoul)

Bus-only lane in expressway

4.19


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MM effect on CO2 reductioncommuting

non-work (weekday)

non-work(weekend)

total

Before MM 586.8 kg 149.4 kg 477.9 kg 1214.1 kg1 week later 489.6 kg 69.3 kg 431.1 kg 990.0 kg

1 month later 502.2 kg 74.7 kg 430.2 kg 107.1 kg↓

rate1 week 16.60% 53.60% 9.80% 18.50%

1 month 14.40% 50.00% 10.00% 17.00%

Estimated effect of MM on the CO2 emission (million ton)

CO2


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Travel – Activity- Urban spatial structure

More than just green transportation

“War in Iraq is inevitable. That there would be war was decided by North American planners in the mid-1920s. That it would be in Iraq was decided much more recently. The architects of this war were not military planners but town planners. War is inevitable not because of weapons of mass destruction, as claimed by the political right, nor because of western imperialism, as claimed by the left. The cause of this war, and probably the one that will follow, is car dependence.…Motor vehicles are responsible for about one-third of global oil use, but for nearly two-thirds of US oil use. In the rest of the world, heating and power generation account for most oil use. The increase in oil prices during the 1973 Arab oil embargo encouraged the substitution of other fuels in heating and power generation, but in the transport sector there is little scope for oil substitution in the short term.”

Car Wars (Ian Roberts)


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* Travel (XXX)* Activity Travel (X)* (Daily) activity Urban spatial structure Travel (O)

Traditional industrial land-use IT-based postmodern or web2.0/3.0 land-use

Accessibility should not be the car-driven mobility

Compact urban structure – high accessibility – high frequency – shorter total travel distance

Higher accessibility and lower emission

Better approach?

Reasoning


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Recent research on urban structure and travel behavior in Metropolitan Seoul Compact urban development increase transit use

Compact city’s planning factors 5-D (density, diversity, design, destination accessibility, distance to transit) variables affect modal split between car and train.Home-work separation high car proportion, low green modes proportionMore transit stops and stations increase transit proportionHigh road density and JC density increase car proportionLow population density area high car and non-motorized modes proportionHigh population density area high outer travel proportion (more using transit)

Transportation problem is not transportation itself. Derived characteristics require more fundamental solution:How people build city via social life determines the shape and volume of the passenger and freight transportation demand.

Mixed land-use, compact urban spatial structure, transit-oriented transportation systems


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Political matter

GTX vs. Express Underground Highway Under the scheme of Greater Seoul


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Discussion

- Unequal economic development: much for the capital regionNationwide inequality problem higher intercity travel demand (freq)- Road-oriented transportation system: car driven heavy CO2 emission- Distant home-work location distribution: long distant travel (dist)The most serious problem in the metropolitan region

- Nationwide local governance former gov’s ideal in regional policy = Northern Europe- Rail-oriented transportation network: OK- Alternative urban spatial structure: Postmodern, ICT-based flexible production/consumption society

Not the industrialized land-use (massive residential, commercial, industrial complexes separated)But multi-dimensional, personalized instant use of urban spacesBack to the original shape of the urban spatial structure,in which residents’ communities play the key role in daily life and travel Increase trip frequency, decrease total travel distance Increase accessibility and decrease emission Improve quality of life

Green Transportation for Green Growth in Korea

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