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Korea : options for secondary city urban transport (English)

The existing urban transport problems in Korea's rapidly growing provincial cities are assessed. Travel demand and land use and the pricing of strategic policy alternatives are discussed. Public transport will require large-scale investment in bus and taxi fleets. Both the taxi and bus market will attract investors if the right entry conditions are established. While appropriate pricing rates will contribute to the desired expansion in the taxi and bus fleet, supply must also be free to adjust to market conditions. However, even if optimum conditions exist, it is unlikely that the required switch of usage from private to public transport will be achieved through conventional public transport alone. Another significant set of factors influencing transportation alternatives relates land use. It does not appear that alternative strategies for land use are evaluated for their relative effectiveness as instruments of transportation policy. Thus, there is a need for much closer interaction between land use and transportation planning with the city masterplanning process. Figures, tables, and appendices are provided including a model of the average Korean city in 1975 and 1985.

Details

  • Author

    Beesley, M. Turner, C. Gist, P.

  • Document Date

    1979/08/31

  • Document Type

    Working Paper (Numbered Series)

  • Report Number

    URR7902

  • Volume No

    1

  • Total Volume(s)

    1

  • Country

    World,

    Korea, Republic of

  • Region

    East Asia and Pacific,

  • Disclosure Date

    2020/06/17

  • Disclosure Status

    Disclosed

  • Doc Name

    Korea : options for secondary city urban transport

  • Keywords

    hours of travel per day;secondary city;level of car ownership;Public Transport;demand for car ownership;effects of land use;tax need;land use options;per capita income;future travel demand;high population density;demand for travel;trips by mode;public transport price;public transport investment;conventional public transport;land use pattern;related tax rate;bus and taxis;public transport service;urban transportation planning;effects of income;area population;daily travel time;cost of travel;road construction cost;motor vehicle tax;population distribution policy;Urban Transport Policy;urban transport problem;land use policy;local public finance;reduction in traffic;cross-elasticity of demand;combination of land;place of work;public transport mode;public transportation mode;combination of factor;public transport trip;public transport alternative;rates of interest;high car ownership;urban transportation policy;total vehicle kilometre;city master plan;subject to regulation;urban road construction;quality of public;private car ownership;bus priority measure;public transport share;high opportunity cost;urban transport sector;car trip;total trip;trip rate;personal income;trip cost;car tax;national income;conventional bus;walking trip;green belt;road space;relative price;bus provision;comprehensive transportation;own-price elasticities;bus operating;secondary road;purchase tax;annual tax;parking space;price differential;cross-price elasticity;car price;retail price;income growth;information availability;seat capacity;real income;high elasticity;dramatic increases;price assumptions;concentrated development;policy option;future price;transportation supply;mobility requirement;trip making;ownership problem;travel pattern;public share;bus service;constant price;income differential;income constant;empirical evidence;price change;city study;household travel;private market;bus trip;residential density;labour cost;fare control;income change;motor car;walk trip;total kilometre;smaller share;alternative transport;tax increase;han river;taxi trip;public modes;ownership tax;inefficient tax;urban trip;private ownership;reasons given;travel growth;effective tax;vehicle trip;replacement cost;development policy;taxes necessary;road provision;international standard;road improvement;bus stop;regional economics;vehicle stock;bus lane;transport study;goods movement;Residential Neighborhood;access problem;information base;commodity tax;primary road;automobile manufacturer;small area;investment requirement;total travel;urban policy;provincial city;demographic growth;metropolitan city;regional inequality;urban problem;congestion pricing;increased demand;drastic measures;intercity bus;commodity value;traffic condition;pricing policy;regional policy;licensing scheme;price rise;income increase;urban density;car passenger;daily trip;urban centre;ceteris paribus;high tax;real cost;private benefit;public expenditure;travel market;bicycle trip;legal framework;urban land;future bank;urban sector;transportation sector;tax payable;informal sector;commercial market;input cost;urban roads;hire car;annual budget;taxi driver;bus transport;bus company;government pay;budget proposal;tax levy;taxi service;bus operator;alternative policy;

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Citation

Beesley, M. Turner, C. Gist, P.

Korea : options for secondary city urban transport (English). Urban and regional report,no. URR 7902 Washington, D.C. : World Bank Group. http://documents.worldbank.org/curated/en/293811468915075542/Korea-options-for-secondary-city-urban-transport