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How to Coordinate Road Safety Improvement Projects In a Local Government
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December 31, 2020 Sangjin HAN, Kijong Eom

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Road safety improvement projects in local governments are various in Korea including black spot improvement, school zone, pedestrian zone, village zone projects etc. They have contributed to improving road safety in local governments since 1988. However, we have not considered synergy effect which can be promoted by coordinating or integrating various road safety improvement projects. This study aims at showing how to coordinate these projects in a certain urban area to prevent road crashes and to reduce the severity of casualties and damages. The study has classified road safety improvement projects in operation in terms of points, routes, and areas. For the projects in the point scope, it has included black spot improvement and roundabout projects. For those in the route scope, it has included school zone, silver zone, pedestrian priority street, and village zone projects. In terms of area scope, it has included pedestrian priority areas and Safe Speed 5030 projects. It has also identified some advantages of coordinating road safety improvement projects such as reduction of accident migration, identification of area-wide crash characteristics, overall cost reduction and more crash reduction, and better consideration of vulnerable road users such as children, the elderly, and bicyclists.
There are some consideration points to coordinate road safety improvement projects effectively. It should first decide which team is responsible for the coordination work in the local government office. It can be a road safety team preferably. Secondly, the list of road safety improvement projects which can be integrated should be identified. Thirdly the spatial boundary of candidate areas where road safety improvement projects will be coordinated. Fourthly the priority of areas for coordinated project implementation should be decided since the local government cannot deal with all candidate areas at a time. Fifthly detailed coordination plans need to be set up for each candidate areas. Then selected road safety improvement projects to need to be implemented at designated areas as planned. The example coordination plan in a selected area in Sonpa-gu in Seoul shows that the overall road safety in this area will be significantly improved if pedestrian priority street, black spot improvement, Safe Speed 5030 projects can be coordinated in the area.
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Improving Review Procedure of Transport Impact Assessment in Korea
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December 23, 2020 Kyunga PARK, Taeyoon PARK

The Transport Impact Assessment System was designated since 1987 to reduce inconvenience such as traffic congestion by predicting the impact of development and construction projects in advance and establishing improvement measures. The current system has attained institutional achievements by estimating the volume of traffic induced by projects, managing the congestion of the surrounded road network and maintaining the accessive traffic flow system. However, among the projects those have been evaluated recently, problems arose about the reliability of the system due to intensified traffic congestion and civil complaints.

The process of current transport impact assessment requires more reliability of the transport generation unit and sufficient period for review of traffic demand forecast. In particular, problematic large-scale development and construction projects, should involve a professional review of the influence despite of delays and civil complaints.

The author presents improvement of procedures for transport impact analysis based on review of similar domestic and foreign systems such as environmental impact assessment, metropolitan transport improvement measures. and suggest the professional review procedure with the stage, period, target project, review contents for development of reliability of transport impact assessment system.

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The Transport Impact Assessment System was designated since 1987 to reduce inconvenience such as traffic congestion by predicting the impact of development and construction projects in advance and establishing improvement measures. The current system has attained institutional achievements by estimating the volume of traffic induced by projects, managing the congestion of the surrounded road network and maintaining the accessive traffic flow system. However, among the projects those have been evaluated recently, problems arose about the reliability of the system due to intensified traffic congestion and civil complaints.
The process of current transport impact assessment requires more reliability of the transport generation unit and sufficient period for review of traffic demand forecast. In particular, problematic large-scale development and construction projects, should involve a professional review of the influence despite of delays and civil complaints.
The author presents improvement of procedures for transport impact analysis based on review of similar domestic and foreign systems such as environmental impact assessment, metropolitan transport improvement measures. and suggest the professional review procedure with the stage, period, target project, review contents for development of reliability of transport impact assessment system.
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Improving private highways toll collecting systemby e-notification and easy mobile payments
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November 30, 2020 Han-byul JANG, Yong-hun JO, Eun-su JUN

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It has been steadily increasing for years unpaid tolls of private highways in Korea. It’s because that private highway companies have no authority to collect unpaid tolls from the debtor without judical decision. As a result, CEPHIS(Center for Private Highway Studies) was entrusted by the MOLIT under the from 17th Jan. 2019.
In this study, Research team designed the system for collecting unpaid tolls of private highways focusing on three aspects below.
First of all, e-notification claim messages based on smartphone should replace the expensive and slow registered mail of post office. Secondly, easy mobile payment solutions should be offered for the unpaid tolls debtor. Thirdly, toll collecting system should be linked in real time with NICE credit information company, KOSTA(Korea Transportaion Safety Authority), and other 6 agenicies.
It is expect that the new toll collecting system of CEPHIS could increase the rate of toll collection and user convenience, while, decrease the required time for delivery and postage costs of billing.
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A Study on Improving the Monitoring System for Effective Promotion of Road Safety Projects in Korea
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November 30, 2020 Jae-kyung LIM․Jin-Wook OH․Hyo-Eun KIM

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In Korea, 3,349 people died in traffic accidents in 2019 alone, of which 1,302 or about 39% were pedestrian accidents. In order to prevent such traffic accidents, the government is carrying out various road safety projects to secure road safety and reduce traffic accidents. The Ministry of Land, Infrastructure and Transport is implementing projects such as village residents' protection zone project, road safety facility reinforcement, improvement project for frequent traffic accidents (general national highway), and risk road improvement project (national highway).
The road safety programs and project implemented by the government is expected to have very high investment effects and economic feasibility due to the high accident reduction effect compared to budget input. However, there is a lack of evidence management and effectiveness evaluation system to prove high effectiveness compared to budget input.
Through this study, we examined the monitoring status of road safety projects promoted by the Ministry of Land, Infrastructure and Transport, the Ministry of Public Administration and Security, and the National Police Agency, and reviewed major problems in the monitoring system. In addition, based on the problems, we proposed measures to improve the legal system to establish a monitoring system and to operate the organizational system to systematically manage and monitor the performance of the road safety projects.
In this study, the Traffic Safety Act, Railroad Safety Act, Aviation Safety Act, Maritime Safety Act, Disaster and Safety Management Basic Act, and Special Act on Safety and Maintenance of Facilities were reviewed as laws related or similar to road safety projects.
Through this, A Road Safety Law was proposed to secure the legal basis for various road safety projects that are currently being carried out without legal basis, and to continuously and systematically implement them.
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A Study on the Establishment of Standard Terms and Conditions on the Use of Private Highway
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November 30, 2020 Hanbyul JANG․Jinwook OH․Eunsu JUN

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The highway is a public goods, so the construction and operation of highways are governed by the state, and the construction and management of private highways are also a patent business by the Special Purpose Company under the Public-Private Partnership of Infrastructure Act. In Korea, the private highway with a total extension length of 813.9km is currently operated based on an agreement under the Public-Private Partnership of Infrastructure Act.
Though 19 private highway have been operated by SPCs, based on different agreement, the users of private highways want the same services regardless of whether who is the operation company, and expect more services at a high level according to economic development.
Unlike the Korea Expressway Corporation who can request private information for tolling and surcharging, 19 private highway operators have no exceptional authority to collect unpaid tolls and surcharges, and mandatory procedures for refunding overpaid tolls, and toll management rights.
In this study, we set forth eighteen essential provisions of the standard terms and conditions on the use of private highway.
The establishment of the standard terms and conditions of for the use of private highway will be carried out after the discussion with with the Ministry of Land, Infrastructure and Transport, the private highway operator, Korea Consumer Agency, and approved by the Fair Trade Commission.
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A Study on Improving Legislation for Promoting Utilization of Personal Mobility and its Safety Management
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October 31, 2020 Heecheol SHIN․Gyeongok JEONG, Seongyong PARK

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1. Necessity and Purpose of Research
Recently, personal mobility has been continuously activated as part of the city's first/last mile short-distance mobility. As the relevant legal system and the policy implementation system have not been reorganized, it is difficult to enhance the convenience of users and support safe passage. Due to the recent increasing number of casualties, the legal status of personal vehicles, including electric kickboards, and the implementation of policies to reduce risk factors are continuously required.
On the other hand, personal mobility sharing services, which have recently attracted attention due to new forms of mobility supply such as shared mobility services, are also in the spotlight, and as more and more businesses are providing such services in metropolitan areas and provincial metropolitan areas, policy management measures for the convenience of users are also required.
Therefore, in this study, the legal status and transportation methods of personal mobility devices, measures for safe use, and issues raised in the areas of personal mobility sharing services are identified through analysis of the current status and analysis of overseas cases and drawn up as a domestic legal reform plan.

2. Key Research Contents
In this study, the current issues related to the promotion of the domestic use of personal mobility devices were analyzed through existing research and analysis of current laws and regulations to draw up pending issues.
The ambiguous legal status of personal mobility devices and the consequent ambiguity of traffic methods were drawn, the current status of performance requirements related to products of personal mobility devices for safe operation was reviewed, and the provisions of penalties for establishing safe use of personal mobility devices were reviewed. Finally, the current status of personal mobility sharing services was reviewed and the legalization plan was reviewed.
The legislation bill was proposed by the National Assembly through cooperation with the administration and the legislature, after coordinating opinions with relevant ministries, related local governments, experts, and industries, and drawing up a direction for the readjustment of statutes for the management and utilization of personal vehicles in Korea.

3. Conclusions and Policy Proposals
During the research period, the government tried to minimize the ambiguity of regulations related to personal mobility through consultation with related ministries and various interested parties, and selected practical alternatives among the various legislative readjustment measures presented to coordinate as many issues as possible, including the registration system of personal mobility sharing services, to reach an agreement.
In the future, the legislative body should continue to support legislative activities based on the proposed bills, and follow-up measures such as the issue of granting the legal status of transportation means, the adjustment of traffic methods, and the issue of maintaining the supply of infrastructure should be resolved along with the relevant ministries.
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Research on the basic direction of establishing an autonomous driving complex
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June 30, 2020 Youngkook KIM et al.

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The Korean government has decided on the policy direction to realize the future image of the 4th Industrial Revolution by achieving the commercialization of autonomous vehicles. To secure an edge in the next auto market, symbolized by autonomous driving, we are accelerating preparations for the future by rapidly improving related laws and systems and expanding infrastructure. The transportation service of the future is predicted to show various mobility services such as shuttle services, robot taxis, freight truck & bus platooning, unmanned delivery, and patrol, which are all based on autonomous driving. In preparation for the commercialization of these autonomous driving services, the National Agency for Administrative City Construction (NAACC) is preparing a policy aiming to create an autonomous driving complex in Sejong City.
Traditionally, the construction of an integrated complex is a way to enhance the existing industry by applying it to the field as new technologies arrive. In an autonomous driving complex, it is necessary to use a strategy to promote R&D and industrial functions in parallel physically. The autonomous driving complex needs to construct a physical infrastructure for autonomous driving, Future Mobility Technology Center (FMTC), and R&D and industry support center converge. Besides, it is necessary to proceed by adding a policy support program.
Sejong City is designed to enable effective mobility services by establishing a connection between internal circulation BRT and regional BRT. To utilize effectively and efficiently for the BRT system, we need to introduce a multi-transfer center where autonomous driving and conventional transportation modes can transfer. We hope that an autonomous driving complex to advance public transportation services using BRT and develop related technologies and industries. Based on these efforts, Sejong City expects to accelerate the commercialization of autonomous driving and become a leading city in autonomous driving.
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Project to Support Private Highway Management
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August 31, 2019 Jihyung PARK, Hyejinh LEE

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As the Korean Government has established a national political agenda called the ‘Public Enhancement of the National Highways Network’, the expensive tolls on private highways, which are toll roads managed by the private sector, are identified as one of the main flaws in publicness. The average toll of seven of the major private highways was 1.60 times higher than those of national roads as of 2018. It is clear that the roadmap for toll management is needed to achieve real progress. Thus, this report was initiated to establish national strategies in order to enhance the publicness of a private highway by reducing tolls.
While many experts have emphasized the publicness of roads, the research on specific factors of road publicness has not been carried out. This report defines the definition and specific requisites of the publicness of private roads. AFter this national policies and strategies are reviewed based on the definition of the publicness of private roads. Throughout this process, the paper reveals the links between the publicness of roads and tolls. Publicness should even be considered in various ways. Higher tolls are the main obstacle of enhancing road publicness, especially on Korean road networks because there is no significant improvement in the service quality for private roads. In order to have fair services for both private and national roads, the policymakers should manage the level of tolls on private roads based on the service quality of roads.
The main issue of management policies for private highways is the private roads of the operation. Unlike national highways, the private highway have a variety of aspects such as tolls, traffic, and operating expenses. This is attributed to each characteristic of the private companies that run those roads. The guarantee of an enforcement agreement, including a dividend rate, sometimes overrides the publicness of roads. Eventually, the specific strategies considering details of each private road section must be launched to manage tolls in private roads to enhance the publicness of private highways.
This report developed specific strategies for reducing and controlling tolls in each private road sector. Strategies are developed based on case studies. The report classified toll-cut methods based on case studies and identifies the necessary conditions and requirements for applying the methods. New toll-cut methods were also developed using expert advice. As a result, the reports suggested 6 types of methods for lowering tolls.
Specific strategies for the road section were deduced by financial analysis based on cash flow following five steps. First, the report prioritized the private road sectors based on the level of tolls. In the second step, multiple potential methods were adopted before financial feasibility. Each private road section has multiple alternatives in this step. In the third step, financial feasibility decides the realistic possibility of alternatives. An alternative that shows the highest feasibility was adopted for the roadmap as an ideal strategy. Following this, a specific process was arranged to push forward a plan.
As a result, the roadmap includes not only strategies but also time tables to implement strategies. The time table suggested a sequential process. This is because resources, such as manpower and budget, were limited. The roadmap shows that road sections with high tolls should be moved forward with priority. In addition, this report also suggests the policies for a complementing roadmap such as the utilization of specialized institutions or amendments to related legislation. The government is able to establish a comprehensive toll management system in Korea by referring to the various alternatives and strategies.
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Establishing a Strategy for the Transportation SOC to Respond to Changes in Future Transportation Demand
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August 31, 2019 Chong Suk CHO et al.

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Chong Suk CHO et al.
In recent years, Korea is facing huge socioeconomic changes that have not been experienced in the past, such as the decrease in the population of working aged people due to an aging society, the concentration of population in large cities and the decrease in population density in local cities due to urban polarization, changes in the values of life, climate change and a lack of resources, and the development of advanced science and technology. Since the transportation SOCs have a great impact on people's lives and national competitiveness, it is crucial to identify new trends in this era of change and to establish future transportation SOC strategies to proactively respond to changes in future transportation demand.
This study aims to forecast future passenger travel demand changes and future transportation issues expected from these huge changes such as rapid population changes, urban polarization, changes in life values, climate change and resource shortages, and the development of advanced science and technology which we have never experienced before. In addition, by presenting transportation strategies to address future issues, we aim to improve citizens’ quality of life in the future and strengthen national competitiveness.
To this end, we focus on studying changes in passenger travel demand and future issues in accordance with changes in population and socioeconomic conditions up until today, and derive the possibility of demand changes and the importance of future issues through expert surveys. In addition, this paper aims to establish future transportation SOC strategies by presenting transportation policies in response to each derived future issue.
The transportation SOC facilities covered in this study are limited to passenger transportation facilities, and the scope of transportation mode is limited to land transportation such as roads, railroads, and buses. The spatial scope covers the whole country, excluding ports and airport facilities that primarily handle international travel. For the time range, 20 years of past data is used for trend analysis, and the target year is set as 2045 for the future traffic demand forecast.
This study suggests a transportation SOC strategy which is a response to changes in future passenger travel demand and includes four steps. First, we analyze passenger travel trends by major mega trends. Second, meta-analysis is conducted to predict future changes in passenger travel demand and identify future major issues. Third, the importance of future transportation issues is calculated through an expert survey. Fourth, we propose transportation policies and strategies for major future issues by considering national and foreign policies.
The main results of this study are summarized as follows. First, five trends affecting future transportation demand are selected through the review of existing literature. The selected five trends are demographic change, change in values and quality of life, urban polarization, science and technology development, climate change and resource shortage. These five major trends are again divided into 18 detailed trends, and the expected changes in traffic demand for each of these detailed trends are predicted through relevant literature reviews and decisions made by the research team. In addition, 29 prospective future transportation issues are selected for each detailed trend. Finally, through an expert survey, we select the importance of each future transportation issue and suggest detailed countermeasures of transportation policies and priorities based on the importance of these. It is expected that the transportation policy for each future transportation issue presented in this study will be used as a basis for establishing future transportation strategies for central and local governments.

Hee Cheol SHIN · Jong-Deok LEE · Seongyong PARK
1. The necessity and purpose of research
Changes in traffic trends are taking place due to the arrival of future societies, including entry into super-aged societies, the increase in the employment rate of women and the elderly, and the decrease in the population of provincial cities due to the concentration of populations in large cities. To meet the people's expectations regarding this social trend change and national transport, the tasks undertaken by the Korea Transport Institute need to be implemented more systematically, and research tasks to reflect and address the needs of the people's long-term road map tailored to the public eye and the needs of the people are required. It also needs to respond to rapidly changing traffic conditions, find and select research tasks in preparation for mid- to long-term prospects for future traffic demand, and establish strategies for promoting research tasks that can enhance national competitiveness in the 21st century.
The purpose of this study is to establish a planning system necessary for the development of transport policy issues that are consistent with changes in internal and external conditions, and for the development of transport policy issues that are felt by the public through the people's needs and future society's prospects for change.
2. Main research contents
This study derived key research issues and research performance strategies through internal and external traffic policy research environment analysis, future change and prospective public need and influence analysis, and presented improvement measures through the analysis of the researchers' task performance system to resolve key research issues.
The analysis of the environment for internal and external traffic policy research was initiated with the analysis of the government's national affairs and policy issues. In addition, the analysis of the performance of the previous research carried out identified the internal and external policy research environment, and the implications of the traffic policy study were derived by predicting future social changes.
The analysis of future changes and the outlook and impact of public needs were explored through market research and demand surveys for the general public by reviewing future social trends regarding the status of policy research and predicting the impact of these changes on the transport sector. In addition, preference and feasibility studies were conducted by experts and general users through predicting future transport services, and key research issues and research performance strategies were derived. Priorities by project area were derived for working-level officials of relevant ministries, focusing on the key issues derived.
3. Conclusion and Policy Proposal
In this study, three key research issues were derived while developing strategies to cope with the various changes in social and economic conditions.
'Key Research Issue I' is 'Future Strategy for the Fourth Industrial Revolution,' which consists of mobility innovation, paradigm shift response, and innovation-based policy trust, while 'Core Research Issue II' is the 'Transportation Plan to Improve the Quality of Life' composed of balanced support for national territory development, support for people's livelihood and a fair economy, and the enhancement of public safety. ‘Core research III‘ is a "study on state affairs for inclusive innovation growth" consisting of responses to new economic guidance on the Korean Peninsula, including strengthening the public nature of the Transportation SOC, creating a job economy, reconciliation and cooperation between the two Koreas, and the New South.
Also, as a national think tank, the government proposed a survey plan to proactively explore future trends, policy demands, and research issues to respond to public needs, focusing on three key research issues in the transportation sector to cope with future changes.
As a national think tank, the main body is an institution with an important role to contribute to the nation's transport development and government transport policies, and it is important to develop strategies for responding to changes in the transportation sector in response to future social changes. However, since modern society is changing very rapidly and public needs and social and economic values are also changing rapidly, the three key research issues presented in this study need to be reviewed periodically. There is a need to establish a regular research planning road map to address new key research issues as a state-run research institute.
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Policy Assistance to Improve Road Safety in Local Governments
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August 31, 2019 Sangjin HAN, Seung Kook WU, Jaeick SHIM, Kyungwook PARK, Kijong EOM, Dongyoun LEE

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The number of road deaths in 2018 was 3,781, a 9.7% reduction from that of 2017. This achievement was possible through the central government’s traffic safety policy efforts. The contributing policies include more penalties on driving while under the influence, mandatory seatbelts for all seats, the 5030 speed limit program, school zones, village zones. These programs or policies were supported by the central government’s traffic rule amendment and matching fund aid to local cities. To continue this road death reduction, local governments’ role is as important, because 72% of road deaths were on local roads under the management of local cities.
The traffic safety targets of the government are reducing road deaths to under 2,000 a year and pedestrian deaths under 1,000 by 2022. To reach these targets, the traffic safety of local cities should be quickly improved. Local cities have different socio-economic characteristics, so the policies should be customized. Local governments should develop their programs, and the central government should support them through rule amendments and financial support.
This study assessed the traffic safety policy systems of local cities, developed a manual for lowering speed limits, and suggested how to prevent illegal parking on fire truck zones. Through intensive investigation of pedestrian crash data, it found critical crash factor combinations on road deaths. Based on this, safety improvement measures were suggested for differen types of combinations.
Road crashes are known to be highly related to driver error. However, human error is more likely when combined with a low-quality road environments. Thus, public authorities should make more of an effort to improve road environments. Local governments should develop programs and measures, and the central government should support them by improving the legal framework and funding.
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