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
Department of Geography
Kyung HeeUniversity
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
Department of Geography
Kyung HeeUniversity
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
Department of Geography
Kyung HeeUniversity
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
Department of Geography
Kyung HeeUniversity
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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Kyung HeeUniversity
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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Kyung HeeUniversity
41% policy, 59% technologyBy sector
Department of Geography
Kyung HeeUniversity
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.
Department of Geography
Kyung HeeUniversity
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
Department of Geography
Kyung HeeUniversity
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.
Department of Geography
Kyung HeeUniversity
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.
Department of Geography
Kyung HeeUniversity
Mobility management for CO2 reductionMM Survey on 327 individuals’ attitude and actual implementation of CO2 reduction
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Kyung HeeUniversity
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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Kyung HeeUniversity
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
Department of Geography
Kyung HeeUniversity
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)
Department of Geography
Kyung HeeUniversity
* 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
Department of Geography
Kyung HeeUniversity
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
Department of Geography
Kyung HeeUniversity
Political matter
GTX vs. Express Underground Highway Under the scheme of Greater Seoul
Department of Geography
Kyung HeeUniversity
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