A Study on the future Sustainability of Sejong city, South Korea

Focusing on implementation of Transit-Oriented Development

Jeongmuk Kang

INTRODUCTION

1. Background Global Warming and Climate Change • by 0.74 °C over the past hundred years.

• Natural disasters (Floods, Tsunami, Hurricane etc.)

Growing Population and Urbanization • More than 7 billion people on Earth.

• Urban population 50.9 % (today) 56.6 % (2025) 68.7 % (2050)

• By 2030, cities will be responsible for 73 % of the world’s energy use

• To avert the worst impacts from Climate Change, CO2 emission must be cut by 50% (IPCC).

The role of transportation • Transport: 19% energy use and 23% energy-related CO2 emission

• CO2 emissions from transportation sector would be able to be cut by up to 65% by 2050 (Greene et al., 2011).

1.1 Spread of transport networks

The Industrial Revolution

(1850s ~)

• The introduction of steam engines

• Higher economic productivity & transportation capability

• The change of the structure of city

• Colonization

0

10

20

30

40

50

60

70

80

90

1650 1700 1750 1801 1851 1901 1911 1951 2001 2006 2011

Po

pu

lati

on

in L

on

do

n

x 1

00

00

0

Year

X6

—

10

20

30

40

50

60

70

80

90

100

19

50

19

55

19

60

19

65

19

70

19

75

19

80

19

85

19

90

19

95

20

00

20

05

20

10

20

15

20

20

20

25

20

30

20

35

20

40

20

45

20

50

Urb

an P

op

ula

tio

n

x 1

00

00

0

Year

Europe

Asia

Africa

World Urban

World Total

1.2 Rapid urbanization in Asia

Post World War II era

(1950s ~)

• The independence of colonized countries in Asia and Africa & transfer of manufacturing industries to Asia

• Economic growth, population growth, and rapid urbanization

• By 2050, they accommodate 75% of the urban population in Earth

1.3 Urban congestions and New Urbanism

New Urbanism

(the late 20th ~)

• Attention to Urban transport

• The expansion of railway networks in Western countries

• Automobile-oriented development in developing world.

0

5

10

15

20

25

30

Rai

l lin

e (

Tota

l ro

ute

-km

) x

10

00

0

Year

United States

Euro area

Russian

China

India

South Africa

Korea, Rep.

Turkey

Malaysia

1.4 Decentralization & balanced national development

• In developing country, increase of 1,000 urban population → 1,500-2,000 additional trips each day (TRL, 1992)

• Severe congestion and deterioration, in particular the capital cities of developing countries.

→ Decentralization by creating new cities in developing countries

1.4 Decentralization & balanced national development

Sejong city, South Korea (2030)

Putrajaya city, Malaysia (2012)

Location of PUTRAJAYA city

Source: Moser (2010)

Location of SEJONG city

Source: MACCA (2007)

1.5 Urban Transform with Transit-Oriented Development

• Mass transport system in low cost with Bus Rapid Transit in Latin America Curitiba (Brazil), Bogota (Colombia)

• TOD was conceptualized in North America in the early 90’s

Transit-Oriented Development is typically defined as more compact

development within easy walking distance of transit stations that contains a

mix of uses such as housing, jobs, shops, restaurants and entertainment. TOD

is really about creating walkable, sustainable communities for people of all

ages and incomes and providing more transportation and housing choices

(Center for Transit-Oriented Development, 2007, p2).

2 Aim of the study

to assess the future urban sustainability of Sejong city by analyzing first the Master Plan of the construction of the city, and second its implementation with a focus on the expected role of Transit-Oriented Development in particular looking at BRT.

• What sorts of sustainable aspects will Sejong have?

• What are shortcomings of planned city?

• What would the influence of TOD on Sejong’s urban sustainability be?

3 Methodology

• Databases by international organizations

• Inventory Analysis of Sejong city – PEBOSCA framework based on the Master Plan of the construction of

Sejong

• Shortcomings of planned city – Field trip to the project area of Sejong city

– Review of the articles regarding the current situation of Putrajaya

• Expected role of TOD in Sejong – Review of the Master Plan of BRT System in Sejong

– Review of proceeding researches on transport and urban related issues

RESULT

1 Inventory Analysis

SEJONG city in brief

Major features of the city

Zonal Planning • Six functional cores

• Connected by BRT

• Central portion is reserved

Multi core structure of Sejong and public transport axis (plan)

Source: MACCA (2011)

Decentralization concept of Sejong

Source: MACCA

Major features of the city

Mixed communities • Easy to access to essential &

daily services

• Traditional market place in plaza → Frequent contact within community members

The city without 5 things • No utility poles, garbage,

private walls, advertising signboards and curb parking

• Common Utility Ducts (CUD)

2.1 The shortcomings of Sejong Small-size generation from renewable sources • Central bike path → Increased

number of wild animals killed on the road

• Small sized dams → Harmful effect on aquatic ecosystems

Restoration of the river basin • Attempts to plan the nature →

Unsustainable way of restoration

• Low effectiveness of eco-park and bike path

2.2 The Shortcomings of Putrajaya

Lack of ‘Green’ • Lots of glass materials on

buildings in average 30°C

• Low density

• Lack of green shade – too hot for walking and cycling

Lack of mobility • Delay of planned urban rail

system & Inefficient bus network → Invasion of automobile and illegal curb parking

Formalized structure of Putrajaya

Source: King (2007)

3.1 TOD in Sejong

Inner Circular BRT axes • Highly prioritized for BRT

• BRT links all the functional zones

• Easy access to BRT station (with in 20 min by walking, cycling, and community buses)

• 70% of the whole transport

Outer ring for automobiles • Optimized for automobile users

Route of inner circular public transport axis (plan)

Source: MACCA (2011)

3.1 TOD in Sejong

Transit Transfer Center • Three types of transfer centers

– Parking-Oriented (5)

– Public Transport (Each BRT station)

– Terminal type (the South and the North)

Green networks • Auxiliary function of Public transport

Locations of parking-oriented transit center

Source: Bae et al. (2008)

Bicycle roads installing diagram

Source: MACCA (2007)

3.2 System analysis on the influence of TOD

Automobile traffic control

Broader roads & free curb parking spaces even lower the functionality of roads

• Free parking → Additional travel → more use of fuel and CO2 emission.

• Calculation by Shoup (1997)

By automobiles cruising for a free parking space in Westood, central portion of the Westside of Los Angels, over a year

47,000 gallons of gasoline & 728 tons of CO2 = two round trip to the moon

• Free curb parking → subsidizing only for automobile users in cash → returns congested roads & polluted urban atmosphere

Automobile traffic control

• Thus, curb parking should be limited and charged in a certain level

→ lead people switch their transportation mode to public transportation or green modes

0

10

20

30

40

50

60

70

80

$0 $1 $2 $3 $4 $5 $6

Co

mm

ute

r m

od

e s

har

e

Price of Parking at work ($/day)

Drive sole

Carpool

Transit

Estimated commuter mode share in accordance with price of parking at work

Source: Estimated from Willson (1992)

Optimization of public transport

The more buses, the less CO2 emission?

• The importance of the ridership (No. of passengers in a vehicle)

• Public transit fails at energy efficiency without ridership.

• From the calculation of the US case If the road factor (Avg. no. of passengers) of Transit bus changes from 9.2 to

10.2 → Energy consumption per passenger decrease from 2,781 to 2,524

Optimization of public transport

The more passenger in a vehicle, the higher energy efficiency

• Not only the public transport system but also the policies leading people to use public transport should be accompanied.

• in Portland, US 2,547 → 2,087 through TOD program over 5 years

Mixed land-use

High fluctuation of ridership of public transportation

• Single Central Business District (CBD) surrounded by residential area

→ Commuter trains are full during rush hour, but empty during daytime.

Hard to expect more than average one-fifth full of transit vehicle (Nusca, 2010).

• Mixed land use pattern → almost the same relationship as high-density development with increased transit ridership (Sung and Oh 2011).

Improvement of walking environment

Revitalization of economy of local businesses → Increased and prolonged foot traffic on the street

Increase of property and income taxes → Increase of actual value of real estates → Increase of taxable income for local government

Transport not only is a key factor in modern economies, but also plays an

important role for the individual happiness. Optimization of transport

system is crucial to meet increasing demands and sustainable development

(Duarte et al, 2010, p.30).

DISCUSSION &

CONCLUSION

Discussion

Positive influences on the sustainability of city

Discussion • Sejong’s future aspects for urban sustainability

→ Urban problems on transportation and mobility in Putrajaya

→ Sejong’s actions in accordance with TOD on circular-shape of urban

structure would prevent the potential urban problems

Weaknesses of this study • Controversial over the feasibility of analysis on the Master Plan of the city • Possible Inefficiency caused from the split of government units • Environmental issues

Conclusion

Better option for developing world • The implementation of TOD and transport policies is expected to

systemically relieve urban traffic problems and positively influence to the

environment, economy, and the social sustainability of the city in the future.

TOD would be deemed to be a better option for existing cities and is quite necessary for newly developing planned cities in

Asia and Africa.

Thank you