[보고서]개발도상국을 위한 지속가능 교통정책 - 한국의 교통발전 경험과 교훈 -

박경아

개발도상국을 위한 지속가능 교통정책 - 한국의 교통발전 경험과 교훈 -
Pathways to Sustainable Transport for Developing Countries 원문보기

보고서 정보
주관연구기관	한국교통연구원
연구책임자	박경아
참여연구자	김영국 , 권영종 , Andreas Kopp , Isabela Manelici
보고서유형	최종보고서
발행국가	대한민국
언어	대한민국
발행년월	2012-12
주관부처	국무조정실
사업 관리 기관	한국교통연구원
등록번호	TRKO201300032660
DB 구축일자	2014-01-13

초록 ▼

1. 서론
교통정책의 패러다임이 이동성(Mobility) 확보에서 지속가능성(Sustainability) 중심으로 이동하면서, 각 국가에서 지속가능한 교통체계 수립을 목표로 다양한 정책이 시행되고 있다. 급격한 경제개발에 의한 아시아 지역의 급속한 도시화는 현재 직면하고 있는 기후변화를 더욱 가속화시킬 것으로 전망되며, 대체 에너지, 전기차 등의 녹색기술의 활발한 개발에도 불구하고 지구전체의 기후변화 속도를 늦추는데 큰 장애물로 작용할 것으로 예상된다.
그러나 높은 인구밀도, 급격한 도시화, 자동차 대중화 시대의 빠른 도래, 부족한 재원, 소득수준의 양극화 및 다양한 교통수단 등 아시아를 포함한 대부분 개발도상국에서는 서구의 지속가능한 교통정책 시행 경험을 그대로 수용하는 데는 현실과 부합하지 않는 측면이 있다. 아시아개발은행(ADB)은 중국 하얼빈, 방글라데시 다카 등 개발도상국의 5개 도시를 대상으로 STI(Sustainable Transport Initiative) 시범프로젝트를 수행하고 있으나, 각 도시별로 개별적으로 프로젝트가 수행되고 있어 개발도상국을 포괄할 수 있는 정책개발 체계로서는 미흡한 실정이다.

Abstract ▼

1. Introduction
With the transport policy paradigm focus shifting from mobility to sustainability, various countries are implementing diverse policies with the goal of establishing sustainable transport systems. EU is driving forward diverse joint studies with the goal of establishing sustainable transport systems for its member countries. The rapid urbanization in Asia, driven by its rapid economic development, is expected to further accelerate the current climate change impact despite the activation of the development of green technologies such as alternative energy and electric cars.
ost developing countries, however, including the Asian countries, see limitations in accepting the entirety of the Western countries’ experience of implementing sustainable transport policies due to high population density, rapid urbanization, fast popularization of private cars, lack of resources, polarization of income levels, and diverse transport modes. ADB is conducting a sustainability transport initiative (STI) as a pilot project in five cities in developing countries, such as Harbin in China and Dhaka in Bangladesh, but these projects are limited to such individual cities, and a comprehensive policy development system for developing countries has yet to be established.

목차 Contents

표지 ... 1
Contents ... 4
Tables ... 8
Figures ... 11
Executive Summary ... 16
Chapter 1. Introduction ... 41
1.1 Research Background and Objectives ... 41
1.2 Research Scope and Methodology ... 44
1.3 Review of Related Research ... 46
Chapter 2. Transport is Sustainable if it Serves Sustainable Development ... 49
2.1 What is Sustainable Development? ... 50
2.2 Sustainable Transport Promotes Sustainable Development ... 55
2.2.1 Transport vs. Today’s Incomes and Well-Being ... 56
2.2.2 Today’s Transport Performance vs. Future’s Incomes and Well-Being ... 58
2.3 Transport’s Potential Damage to Natural, Environmental and Health Resources ... 80
2.3.1 Congestion Reduces the Value of Infrastructure Capital and Workforce ... 81
2.3.2 Road Safety Risks Reduce the Human and Health Resources ... 83
2.3.3 Transport Grows into the Role of the Largest User of Non-Renewable Fuels ... 87
2.3.4 Local Air Pollution by Transport ... 91
2.3.5 Transport Contribution to the Concentration of GHGs ... 93
2.4 Summarizing: the Relative Weights of Threats to Sustainability ... 95
Chapter 3. Lessons for Sustainable Transport: the Korean Model ... 103
3.1 Korea’s Performance in Sustainable Transport ... 103
3.1.1 Socioeconomic Growth and Transport Sector Development ... 103
3.1.2 Comparison of Transport Sector Sustainability Levels ... 107
3.2 Endogenous Changes in the Process of Economic Growth ... 121
3.2.1 National Land Development Based on Population and Industrial Activities ... 121
3.2.2 Population Concentration and Land Use Trends in Metropolitan areas ... 127
3.3 Policy Changes Supporting Sustainable Transport ... 136
3.3.1 From Economic Growth Support to Sustainable Growth Support ... 136
3.3.2 Changes in Governance ... 139
3.4 Transport Infrastructure for Inter-city Travel Demand ... 144
3.4.1 Road Transport ... 144
3.4.2 Railway transport ... 153
3.4.3 Logistics ... 159
3.4.4 Air transport ... 163
3.5 Sustainable Urban Transport Policy ... 168
3.5.1 Urban Transport Policy Changes by Period ... 168
3.5.2 Sustainable Urban Transport Setup Direction ... 172
3.5.3 Sustainable Urban Transport Policy by Strategy ... 173
3.6 South Korea’s Development Experience: Lessons and Implications ... 239
3.6.1 Success Factors ... 239
3.6.2 Downsides of Development Impulsion ... 246
Chapter 4. Deriving a General Policy Framework for Developing Countries ... 250
4.1 Developing Countries’Transport Development Characteristics ... 250
4.1.1 Socioeconomic Characteristics ... 250
4.1.2 Urban Transport System ... 258
4.2 Policy Proposal for the Development of a Sustainable Transport System ... 266
4.2.1 Developing Countries’Sustainable Transport Research Trends ... 266
4.2.2 Major Transport Policy Issues of Developing Countries ... 269
4.2.3 Developing-Country-Type Sustainable Transport Policy Model Development ... 270
4.3 Sustainable Transport Policy Determination Measures by City Type ... 277
4.4 International Cooperation Measures for Supporting Developing Countries’ Transport Policy Formulation ... 282
Chapter 5. Conclusion and Policy Recommendation ... 287
5.1 Conclusion ... 287
5.2 Policy Recommendation and International Cooperation ... 289
5.3 Implementation of Research Outcomes ... 291
References ... 294
Korean Summary ... 306

표/그림 (87)

표 Figure 2-1. Development can be achieved with different intensities of energy use and environmental effects
표 Figure 2-2. Investment in inland transport infrastructure as a share of GDP, 1995 – 2010
표 Figure 2-3. Transport risks depend on modal structure, 2008
표 Figure 2-4. Transport determines how geography and institutions interact
표 Figure 2-5. The agricultural transition starts out from investment in transport infrastructure
표 Figure 2-6. Net migration to the three largest Japanese metropolitan areas
표 Figure 2-7. Comparative study of congestion in developing world cities IBM commuter pain index
표 Figure 2-8. Reported deaths by type of road user (%), by WHO region and income group
표 Figure 2-9. Energy use in transport per capita in 2006
표 Figure 2-10. Business as usual will make transport the dominant consumer of oil
표 Figure 2-11. With business as usual, all the increase in oil demand for transport is in non-OECD countries, 2007–2030
표 Figure 2-12. CO2 emissions per capita, OECD and BRIICS: 2000 and 2008
표 Figure 2-13. Air quality and congestion in selected megacities in 2000
표 Figure 2-14. World CO2 emissions by sector in 2009
표 Figure 2-15. Share of total transport CO2 emissions, by transport mode
표 Figure 2-16. Social costs of traffic 2005 and extrapolated 2010 data for Beijing, lower cost
표 Figure 3-1. South Korea’s GDP growth trends
표 Figure 3-2. Matched impulsion of economic growth-national land development-transport network
표 Figure 3-3. International comparison of road sector energy consumption
표 Figure 3-4. Comparison of arterial road density with GDP
표 Figure 3-5. Comparison of road sector passenger transport figures with GDP
표 Figure 3-6. Comparison of road sector cargo transport figures with GDP
표 Figure 3-7. Railway density vs. GDP
표 Figure 3-8. Domestic road transport sector energy consumption increase trends
표 Figure 3-9. Energy consumption and passenger transport figures
표 Figure 3-10. Domestic GHG emission increase trends
표 Figure 3-11. GHG emissions by GDP
표 Figure 3-12. Traffic accident increase trends
표 Figure 3-13. Traffic accident rates and no. of vehicles
표 Figure 3-14. Traffic accident rates by countries
표 Figure 3-15. Overview of Seoul Greater Area new-town development
표 Figure 3-16. Conventional transport planning procedure
표 Figure 3-17. Procedure of formulating urban transport improvement master plan
표 Figure 3-18. Introduction of road plan PI system
표 Figure 3-19. Road transport development course
표 Figure 3-20. Railway transport development course
표 Figure 3-21. Logistics transport development course
표 Figure 3-22. Urban transport development course
표 Figure 3-23. Directions of sustainable urban transport system
표 Figure 3-24. Bus route operation diagram before and after the improvement of the bus line
표 Figure 3-25. Bus lines’ functional roles and classification
표 Figure 3-26. Outline of the bus fare system improvement
표 Figure 3-27. Establishment of bus-only central lanes
표 Figure 3-28. Effects of the public transport system improvement
표 Figure 3-29. Bus transport figures trends
표 Figure 3-30. Public transport satisfaction trends
표 Figure 3-31. Concept of the new transport card system
표 Figure 3-32. Cheonggyecheon location
표 Figure 3-33. Before and after the Cheonggyecheon restoration
표 Figure3-34. Commercial corridor nearby Cheonggyecheon
표 Figure 3-35. Construction process of Cheonggyecheon restoration
표 Figure 3-36. Gwangwhamun pedestrian mall plan
표 Figure 3-37. Downtown bypass plan
표 Figure 3-38. New type of bus services
표 Figure 3-39. Median bus lane
표 Figure 3-40. Merchant’s rally against the project
표 Figure 3-41. Changes in traffic volume according survey points
표 Figure 3-42. Changes in auto travel speed
표 Figure 3-43. Changes in the number of bus passengers
표 Figure 3-44. Seoul Plaza before and after
표 Figure 3-45. Before and after view of Transit Mall in Jungangno
표 Figure 3-46. Improved view of Central Streets 2
표 Figure 3-47. Bus ride and transfer demand trends before and after the street improvement
표 Figure 3-48. Traveling population changes before and after the street improvement
표 Figure 3-49. Air quality improvement before and after the street improvement
표 Figure 3-50. Seoul City’s bike road development plan
표 Figure 3-51. Seoul City’s downtown bike circle routes
표 Figure 3-52. Plan for setting up bike-friendly towns: 33 Locations
표 Figure 3-53. Concept of transfer compensation using bikes
표 Figure 4-1. Economic growth rate by income level
표 Figure 4-2. Regional economic growth rate comparison
표 Figure 4-3. Population density by economic level
표 Figure 4-4. Urbanization rate by economic level
표 Figure 4-5. Road density by income level
표 Figure 4-6. Automobile penetration rate by income level
표 Figure 4-7. Annual change in automobile penetration rate by income level (2004-2009)
표 Figure 4-8. Annual change in automobile penetration rate by region (2004-2009)
표 Figure 4-9. Urban population and GDP
표 Figure 4-10. Population density and road infrastructure development level
표 Figure 4-11. Road infrastructure and GDP level
표 Figure 4-12. Public transport infrastructure development level
표 Figure 4-13. Private transport figures vs. Public transport figures by city
표 Figure 4-14. Transport mode share by major city in developing countries
표 Figure 4-15. Walking transport mode share trends
표 Figure 4-16. Motorcycle transport share in major cities
표 Figure 4-17. Transport sector energy consumption by mode and region
표 Figure 4-18. City and transport development model

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연합인증

개발도상국을 위한 지속가능 교통정책 - 한국의 교통발전 경험과 교훈 -
Pathways to Sustainable Transport for Developing Countries 원문보기