Final Report March 2000

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Boosting Public Awareness of Traffic Safety

Source: British Travel Research Laboratory (TRL)
These data illustrate advantages of public transportation, especially with respect to commuting. They also indicate the energy efficiency of buses.
Improvement of Traffic Circulation
The repetitive cycle of traffic delay, acceleration and deceleration in commuting means maximum inefficiency. The chronic repetition of the cycle results in additional energy consumption. In the case of inner-city traffic, several methods could be a way for reducing the fuel consumption in transportation to the extent to about 3-5%, including the method of the optimal signal cycles coordinated by computer. The restriction of high speed to 50-55 mph is also able to save 2-3% of fuel consumption. Other aspects could be considered in regards to fixing the intersection point, founding and rearranging the bypasses and accepting new traffic systems.
Along with these aspects, the traffic circulation can affect the emission of air pollutants. The change of emission factor with the change of running speed of autos in Korea is shown in . The emission factors show the different characteristics in each pollutant, but generally show the excellent effects in reducing emissions by creating an optimum speed.

Emission Factors of Air Pollutants by Vehicle Type and Running Speed

a) Autos (using unleaded fuel) b) LPG taxi

Unit: g/km Unit : g/km

Speed

(㎞/h)

NOx

Speed

(㎞/h)

NOx

29.89

19.35

15.03

12.57

10.95

9.79

8.91

8.21

7.64

3.56

2.21

1.69

1.40

1.22

1.09

0.99

0.92

0.85

1.42

1.05

0.86

0.80

0.82

0.87

0.92

0.91

0.79

32.32

16.18

10.81

8.12

6.50

5.43

4.66

4.08

3.63

4.41

2.27

1.55

1.18

0.95

0.80

0.69

0.61

0.54

1.85

1.45

1.24

1.18

1.20

1.25

1.30

1.28

1.15

c) Mini-bus d) Mini-truck

Unit: g/km Unit : g/km

Speed

(㎞/h)

CO

HC

NOx

Part.

Speed

(㎞/h)

CO

HC

NOx

Part.

5

10
15

20

25
30

35

40
45

2.67

2.06

1.77
1.59

1.46
1.37

1.29
1.23

1.18

0.31
0.22

0.18
0.16

0.14
0.13

0.12
0.11

0.11

2.95
2.27

1.79
1.48

1.29
1.19

1.15
1.11

1.05

0.43
0.33

0.28
0.25

0.23
0.22

0.21
0.20

0.19

5
10
15

20

25
30

35

40
45

4.80

3.15

2.46
2.07

1.81
1.63

1.48
1.37

1.28

0.50
0.31

0.24
0.20

0.17
0.15

0.14
0.13

0.12

2.96
2.32

1.87
1.56

1.37
1.27

1.22
1.18

1.14

0.49
0.39

0.34
0.30

0.28
0.27

0.25
0.24

0.23

Data : National Environment Research Laboratory of Korea (1990)
The policy to improve traffic circulation can be divided into two. One is the policy of transforming the efficiency of traffic-related utilities, and the other is the policy of controlling travel directly demand. < Table 9.1.4 > shows the reducing effect of consumption in transport energy.

<Table Energy Saving Effects by Improving the Road Facilities in Japan

Individual Program

Energy reduction effect

G cal/year

Rate (%)

Improvement of intersection

45,400

26

Left turn improvement
Right turn improvement

Extension of crossing

Multi-level crossing

1,200
3,500

2,700
36,000

0.7
2.0

1.5
22.0

Improvement of bypass

122,000

70

Improvement of new traffic system

40

0.02

Introduction of electric autos (10%)

6,600

410

Total

174,000

100

Source: J.S.Kim and S.W.Lee, Transportation and Environment(Korean Version), 1996
However, the improvement of traffic circulation can create the availability of roads to more vehicles and thus this might increase traffic volume and countervail partially or totally the reducing effect of air pollutants. Therefore, traffic circulation policy should be supported by the management of travel demand simultaneously.

9.1.3 Travel Demand Management
Management of travel demand means various operational methods to ease traffic congestion, such as controlling drive-alone cars, changing the commuting patterns, and promoting the use of multi-seat vehicles. The most general policy in managing auto demand is to aim at attempting a transfer among transport modes. The policy can be divided into the following three approach methods:

Method using economic incentives/penalties

Control of auto-dependence by a legal and institutional regulation

Promotion of alternative modes

The policy using economic incentives/penalties has often been discussed, and is closely related to the prohibition of auto usage, the possibility of adjusting resources for infrastructure, and welfare increases. The representative policy could be brought up from raising of oil prices, the downtown toll, tollgate fee, parking fee policy and subsidy for the public transport.

The management of auto demand has a high profile in the policy of reducing air pollution as well as of easing traffic congestion. This is owing to the fact that it could have a short-run effect and has high advantage in economic returns. Developed countries, including the United States, which recognize the importance of management of travel demand, have recently been striving to study this area .

Summary of TDM Policies

Method using economic
incentives/penalties

- Raise of oil price, Taxation on operation of auto
- Road pricing, Congestion pricing

- Parking policy

 No free parking system

 Raise of parking fee

- Support for the users of public transport

Institutional or regulative approach

- Restriction of auto operation by regulation
- Control of parking lot supplies in CBD

- Parking lot certification system

- Enhancement of fine system on traffic violations

- Mandatory management of travel demand in workplace

Support for alternative modes

- Support public transport operation

 Exclusive bus lane system

Bus priority system

Expansion of bus utilities

- Support carpool and vanpool

Parking fee discount

Privilege treatment in taxation

- Promotion of the use of bicycles

 Expansion of exclusive bike lane

 Securing of storage areas for bikes

The effect of the travel demand management can be maximized only when the policy is promoted in accordance with characteristics of each country and city. It is noted that the countries with a dense population in a small territory should practice travel demand management more aggressively, rather than some developed countries with wide areas and auto-dependent traffic systems.

The TDM policies have to be promoted simultaneously with practices of other energy-efficient traffic policies. In particular, the nation with a small land and a dense population is expected to gain the benefits of energy use reduction by the transformation of travel demand into the public transport.
shows comparison between Japan with a relatively small territory and a dense population and U.S.A with a large territory and a sparse population density through the energy efficiency of auto vs. public transportation. It is noteworthy that for all modes of transport Japan has higher energy efficiency than United States. Average load factors for auto are same in two countries, but energy consumption for the transport per person-km is far less in Japan than in US. Presumably, average size of the auto(i.e. engine) in Japan is smaller than that in the US.

Comparison of Energy Efficiency between Autos and Public Transportation

Items

Division

Energy for vehicle operation

(kcal/vehkm)

Total consumed energy for vehicle operation (kcal/vehkm)

Average number of passengers per vehicle

Total energy for transport

(Kcal/ person/km)

Energy for maintena-nce

Energy for construct-ion

Energy for production of vehicles

Total

Autos

Japan

1,000

120

20

100

1,240

1.4

886

U.S.

1,700

310

20

170

2,200

1.4

1,570

Bus (large sized)

Japan

3,100

730

60

220

4,110

15.8

260

U.S.

4,700

140

60

190

5,090

11.5

440

Electric train

Japan

4,200

1,390

200

230

6,020

80.4

75

U.S.

11,700

2,350

630

240

14,920

21.

710

Source:J.S.Kim and S.W.Lee (1996)

9.1.4. Decrease of Travel Demand
Decrease of travel demand means to reduce the use of car fundamentally. Travel demand can be decreased through the following measures.

By reducing a distance between working place and home

By substituting the travel with the remote communication system using telecommunication system such as facsimile, video conference, home shopping

Through home office and less working-day system

By the improvement of related tax system

Among the policies in reducing travel demand, the development of remote communication systems has been proved to definitely reduce the use of autos and bring a drastic reduction in auto emission gas and air pollutants. From a wider perspective, it is reported that it contributes further social benefits through decreased traffic congestion, energy saving, and decreased traffic accidents.

It was reported in ECMT in 1983 that the amount of travels for business and shopping could be reduced potentially by 13-23% and 10-30%, respectively, by the development of remote communication system such as home office system. In addition, it was reported that the travel demand for commuting can be decreased by 13-24% in Europe, and by about 10% in the United States.

9.1.5 Development of Vehicles Operated with the Alternative Energy

The alternative fuels or energy sources for autos are considered as shown in .
Generally, LPG, CNG(Condensed Natural Gas), gasohol, ethanol, methanol, electric energy, hydrogen energy, solar energy can be discussed, but, currently only LPG, gasohol, ethanol and natural gases are available to be used as motor fuels.

Alternative Fuels and New Energy Sources

Division

Type

Liquefied gas

LPG, LNG(CNG) etc.

Synthetic fuel

Gasohol, Ethanol, liquefied gas of coal

New energy

Electric energy, Hydrogen energy, Solar energy

According to the cost analysis, it is estimated that the electricity might be the cheapest one of the various fuels in the long-term. Although CNG and LPG are relatively cheap, it costs high in building the distribution network. In terms of the cost of building the gas stations, it has been analyzed that liquid fuels such as LPG, methanol, ethanol are almost similar to the case of gasoline.

9.2. How to Reduce Traffic Accidents and Fatalities

9.2.1 Policy Approach to Accident Reduction
Fatalities from traffic accidents in the APEC member economies significantly differ from country to country, as discussed previously, from 1.6 to 77.8 persons per 10,000 vehicles. The data of traffic accidents indicate that Japan, U.S.A, Canada have the characteristics of traffic accidents in the developed country, with low fatalities. On the other hand, developing countries such as China, Korea and Thailand suffer from serious problems relating to traffic safety. To guarantee traffic safety, each country should set its goal and pushes its policies in various forms. It had better to pinpoint Japan and South Korea as good examples to look upon the setting and accomplishment of the traffic safety.

Fatalities from traffic accidents in Japan culminated in 16,765 in 1970, and started to decline from 1971. The decrease of traffic accidents was attributed to the noteworthy success of the 1^st Master Plan for the Traffic Safety(1971-1975). Death toll from traffic accidents fell off to 10,972 in 1975, equivalent to a 35% reduction of the 1970 figures and was reduced to 8,760 in 1980 after the completion of the 2^ndMaster Plan. The remarkable success of decreasing the traffic accident fatalities was basically the result of effective policy establishment and organizational practice.

Trend of Fatalities in Japan and Korea

The investment of the Japanese government for 3 years starting from the year of 1970 is shown in . Total investment was increased by 117.5% in 1971, and 220.7% in 1972, compared to the year of 1970. The investment of traffic safety included the arrangement of the road traffic environment, the supply of traffic safety education, the securing of safe driving, the rescue operations, and research on accident prevention. The main rise might prove the increase in the investment of traffic facilities - the safety facilities in ‘arrangement of road traffic environment’.
In this regard, 133% and 249% increases were shown respectively for the years of 1971 and 1972, compared to 1970. Also, the increase of investment on ‘the research on accident prevention’ was significant. On the contrary, the education and relief work such as ‘supply of traffic safety education’ got only small portion of budget at that time. In this sense, it could be judged that the investment increase in arranging and complementing the safety facilities seemingly played a crucial role in dropping the probabilities of traffic accidents directly.
In Korea, traffic accidents had been driven up despite the establishment of ‘Traffic Safety Act’ in 1979 and the implementation of the Master Plan for the Traffic Safety from 1983 to 1991. To drive the 3^rd Master Plan for the Traffic Safety (1992-1996) and achieve a remarkable reduction of traffic accidents, the Campaign for Reducing Traffic Accident was proclaimed in 1992. The evaluation of the 3^rdMaster Plan for the Traffic Safety could be epitomized as a dramatic escape from the increasing trend of casualties of road traffic accidents. The increasing trend of casualties over 10% every year was experienced in 1980s and the highest ceiling point was reached with 13,429 fatalities in 1991. Not until the implementation of the 3^rd Master Plan for the Traffic Safety more than 10,000 death toll was maintained every year. It was in 1994 that the death toll was recorded beneath 10,000.

Investment for Traffic Safety in Japan : 1970 ~ 1972
Unit: 10 Billion Yen

Year

1970

1971

(Increase Rate

Compared to 70)

1972

(Increase Rate

Compared to 70)

Setting Road Traffic Environment in Good Condition

68,966

160,651
(132.9)

240,397
(248.6)

Spread of Traffic Safety Idea

46

46
(0.0)

49
(6.5)

Securing Safe Driving

8,756

9,775
(11.6)

11,276
(28.8ear)

Rescue Operation

1,043

1,012
(-3.0)

1,242
(19.1)

Research on Traffic Accident Prevention

183

292
(59.6)

401
(119.1)

Total

78,994

171,776
(117.5)

253,365
(220.7)

The strategy to reduce traffic accidents might be different from country to country, but it could be summarized as 4 areas; enhancement of education and public awareness, complementation of related laws, make-up of safety facilities and improvement of traffic control. The 4^th Master Plan for the Traffic Safety of Korea set out the following strategies.
- To boost public awareness of traffic safety

- To create a safe road traffic environment

- To strengthen the safety administration

- To enforce traffic safety regulations to protect pedestrians

- To improve the ex post facto settlement of traffic accident

- To improve other traffic safety related systems

9.2.2 Measures for the Enhancement of Traffic Safety
For each of the above strategies, reasonable and efficient measures should be designed. The following measures are promoted in Korea.

Boosting Public Awareness of Traffic Safety

To develop the driver’s consciousness of traffic safety, a campaign to create awareness through the advertisement of a traffic safety mentality should be practiced. This could be linked to the production of educational materials such as booklets on traffic safety, TV programs and public advertisements. Systematic education has to be undertaken with consideration on the different groups such as children, adults and the old. Public agencies including schools should make it mandatory to give the traffic safety education. Also, the education has to be conducted in disciplined ways among people in transport businesses.

The control on the violation of traffic laws ought to be administered effectively. Violations against the speed limit, traffic signals, the median line have to be controlled strictly. The wild motorists had better be also under severe supervision. Recently, high-tech devices are used in monitoring traffic violations. These have been proved to be effective with an active usage of automated speed monitoring and traffic signal monitoring. Drastic enforcement and publicity have to be made continuously for the purpose of decreasing traffic accidents and preventing DUI(driving under intoxication). In addition, the publicity preventing the driving fatigue should be created.