1. Establishment and Revision of the National Transport System Efficiency Act
In 1999, Establishment of the National Transport System Efficiency Act provided the legal ground for the government to make and carry out ITS-related plans for the operation of new ITS businesses and the standardization of the ITS.
In the mid-2000s, local governments started to establish their own ITS and it was realized that the central government needed to revise the existing Traffic System Efficiency Act and it was revised into the National Transport System Efficiency Act to meet the latest social and technological changes.##MORE_LAYER_BOX##
[Details of the National Transport System Efficiency Act]
In the early 1990s, the government started to discuss the introduction of the ITS and established the plans to implement ITS projects in a more systematic way. As legal grounds which prescribed the method to secure the budget for the ITS and to carry out ITS projects were required, the government passed the Traffic System Efficiency Act in 1999 and the Act was revised into the National Transport System Efficiency Act in 2009, which is Korea’s principal legal grounds for ITS-related issues.
Here is the history of the establishment and revision of the Act.
A. February 1999: Establishment of the Traffic System Efficiency Act
B. January 2000: Partial Revision (making provisions which required all mass-scale construction project to establish plans to improve interregional traffic conditions)
C. May 2001: Partial Revision (establishing interregional and local plans)
D. June 2007: Started to conduct researches into total revision of the Act as well as other acts related to the ITS
E. 2009: Complete revision of the Act (renamed as the National Transport System Efficiency Act)
The National Transport System Efficiency Act 2009 is a revised and improved version of the Traffic System Efficiency Act as legal grounds for coordination of air, land, and sea transportation, the intermodal transportation system, and multimodal transfer centers combined with shopping malls.
Here are the details of ITS-related provisions in the National Transport System Efficiency Act.
A. Establishing the master plan for the ITS
B. Establishing the ITS for local governments
C. Applying provisions to other plans
D. Establishing the implementation plans for the ITS
E. Implementing ITS projects
F. Preparing guidelines for implementing ITS projects
G. Establishing and approving enforcement plans
H. Concerning permission and authorization in accordance with other acts
I. Completion inspection
J. Standardization of the ITS
K. Certification of the standards and quality of the ITS and cancellation of the certification
L. Cancellation of organizations for standard certification and quality certification of the ITS
M. Evaluation of the performance of the ITS and management of the safety of the ITS
N. Facilitating the participation of the private sector and international expansion
O. Establishing the nationwide information center for the ITS
P. Establishing ITS Korea
Q. Concerning other businesses related to ITS Korea##MORE_LAYER_BOX_END##
2. Establishment of the Master Plan and the Standardization Plan for the ITS
After the government decided to adopt the ITS, it established the master plan for the ITS to make sure that the procedures to introduce the ITS would be done in a systematic and efficient way. Then the government enacted the Traffic System Efficiency Act, which required the central and local governments to make long and mid-term plans to facilitate the development and distribution of the ITS.
In addition, other relevant organizations are also designing their own long and mid-term plans to facilitate the systematic implementation of the ITS in accordance with the Act.
The Master Plan for the ITS is located at the top layer of ITS-related plans, aims to provide a basic direction for effective implementation of the ITS, defines the scope of services provided by the government and the role of each relevant government agency in order to prevent overlapping or creation of blind spots with other projects promoted by relevant government agencies, and sets up the framework where ITS projects can be effectively carried out and ITS-related information and common ITS-related infrastructure can be shared.##MORE_LAYER_BOX##
[History of the Master Plan for the ITS]
The government established the draft plan to promote the ITS in 1993 as it decided to introduce the ITS and the master plan for the ITS was first drawn up in 1997. After a series of researches to supplement the relevant plans and revisions, the Master Plan 21 for the ITS was finalized in 2001.
And as the National Transport System Efficiency Act prescribes that the master plan for the IPS should be revised every ten 10 years, the Master Plan 2020 for the ITS was formulated.
A. October 1993: Social Overhead Capital Investment Planning Group established the promotion (draft) plan for the IVHS
B. December 1993: Decided to carry out the Master Plan for the IVHS on a pan-governmental basis
C. July 1994 to July 1996: Researches were conducted to implement the ITS
D. September 1997: The Master Plan for the ITS was drafted.
E. December 1999: Researches were conducted to revise the Master Plan.
F. March 2001: The Master Plan 21 for the ITS was finalized.
G. December 2011: The Master Plan 2020 for the ITS was established.##MORE_LAYER_BOX_END##
On the other hand, the government drafted the standardization plan compatible and interoperable nationwide to guarantee effective system operation and prevent overlapping investment while considering the fact that the ITS will be operated individually or inter-connectedly in a wide range of areas. So the Ministry of Construction and Transportation formed the foundation to implement the national standardization plans for the ITS in accordance with the Traffic System Efficiency Act and drafted more detailed implementation plans based on the basic direction for the standardization of the ITS prescribed in the Master Plan 21 for the ITS.##MORE_LAYER_BOX##
[History of the Standardization of the ITS]
The government realized that the standardization efforts for the ITS conducted by the International Organization for Standardization should be followed as the standardization is necessary for the introduction of the ITS. For this purpose, the government launched the Expert Committee for Traffic Information in 1995. Then the government developed relevant standards based on international efforts for ITS standardization and established the national plan for the standardization of the ITS in 2002 in accordance with the Traffic System Efficiency Act 1999.
A. March 1995: The Expert Committee for Traffic Information was launched to address issues related to ISO/TC204 for the Traffic Information and Control System (TICS) and ITS.
B. December 1998: Established a five-year plan for the standardization of the ITS.
C. February 1999: The Traffic System Efficiency Act was established as the grounds for the ITS standardization.
D. March 2000: Developed 14 draft standards including ITS data dictionary and its data format.
E. December 2000: The Master Plan 21 for the ITS was established.
F. March 2001: The Expert Committee for Traffic Information was reshuffled and expanded – each working group in the Committee started to have relevant experts.
G. June 2001: The Subcommittee for the ITS Standardization under the National Transport Board was launched.
H. November 2001: Developed 6 draft standards including ITS data registry and its data format
I. July 2002: The national standardization plans for the ITS was finalized.##MORE_LAYER_BOX_END##
3. Creation and Reorganization of Relevant Bodies
As the government decided to introduce the ITS in the early 1990s, a government agency in charge of the ITS at the central government became a necessity. As a result, the Traffic Information Planning Division in the Ministry of Construction and Transportation was selected as the government body in charge of the ITS.
The 5th ITS World Congress held in Seoul in 1998, peaked interest in the ITS and the government realized that an organization which provides technical advice about ITS policies and supports research and development of ITS technologies by the private sector was needed. As a result, the government created ITS Korea to strengthen the private sector’s capacity for the ITS and to enhance the cooperation between the public and private sectors, thereby facilitating the development of the ITS.
4. Promoting and Supporting the Test-run of the ITS
After the 1990’s, when ITS was first considered, the Korean government decided to perform a test-run of the ITS as an opportunity to review ITS projects which had been carried out rather sporadically from a comprehensive perspective and to prepare itself for establishing the ITS nationwide in the future.
Therefore, in 1995 the Ministry of Construction and Transportation, the government of Gwacheon, and National Police Agency agreed to select Gwacheon as the location for the test-run as Gwacheon had a higher level of fiscal self-reliance and was the ideal location to monitor urban and regional traffic status.
However, though Gwacheon was able to lay the foundation for the ITS through the test-run, local governments outside the capital area weren’t able to do the same as they faced difficulty in securing the required budget and had little knowledge and experience in the ITS.
Therefore, the Ministry of Construction and Transportation signed an agreement concerning the “Advanced Transportation Model City” projects with Daejeon Metropolitan City, Jeonju, and Jeju in September 2000 and agreed that the ITS in these cities would be established and launched by July 2002 when the first round of the 2002 FIFA World Cup began.
Furthermore, the central government, MOLIT, provided subsidies to the local government to facilitate establishing Bus Information System (BIS) and Advanced Traffic Management System (ATMS) in each city. In addition, MOLIT supported the plan of deploying a transportation card and tried to establish the standards of transportation card compatible nationwide.##MORE_LAYER_BOX##
[History of the Test-Run]
The Ministry of Construction and Transportation, the government of Gwacheon, and National Police Agency agreed to select Gwacheon as the place for the test-run as Gwacheon had higher level of fiscal self-reliance and were the ideal location to monitor urban as well as regional traffic status.
A. January to April 1995: screening and selecting candidates for test-run of the ITS
[List of Candidates and Checkpoints for Test-Run of the ITS]
|Checkpoints / Location||Gwacheon||Bundang||Ansan||Yeouido||Gangnam|
|Urban Expressways||Industrial Roads||Gyeongbu Expressway||x||Olympic Blvd Expressway||x|
|Availability of New Traffic Signals||○||○||○||○||○|
|Roads Linked to Neighboring Areas||Congestion in Namtaeryeong||Good||Good||Congestion near Hanganggyo 1||Congestion|
|Number of Traffic Signs||13 at Crossroads|
(26 when those at crosswalks are added)
|30 at Crossroads|
(80 when those at crosswalks are added)
|40 at Crossroads|
(90 when those at crosswalks are added)
|25 at Crossroads|
(70 when those at crosswalks are added)
|40 at Crossroads|
(150 when those at crosswalks are added)
|Investment Costs||Small||Moderate||Large||Moderate||Too Heavy|
|Others||Connected to Building #2 of Gwacheon Government Complex||-||-||-||-|
Source: the Ministry of Construction and Transportation, Evaluation of Test-Run of the ITS in Gwacheon, 1998
B. June 1996: Formulating the master plan and commissioning the formulation of the enforcement design
C. June 1996: Forming an advisory board composed of 16 representatives
D. July 1996: Holding two presentations to explain the finalized version of test-run plan
E. August 1996: Receiving proposals and selecting private businesses
F. October 1996: Selecting the finalized version of the basic and enforcement design of test-run
G. December 1996: Initiating the construction of the systems required for test-run
H. April 1997: Selecting the site where the ITS center was located
I. October 1997: Completion of construction
J. December 1997: Holding the first coordination council for test-run (discussion over the methods to operate the ITS and training sessions for operators)
K. January 1998: Holding the second coordination council for test-run (discussion over the methods to transfer test-run results to others)
L. March 1998: Holding a coordination council presided over by Gwacheon Police Station for the authority to operate the ITS
M. July 1998: A memorandum of agreement on the transfer of test-run results to others was signed by the Ministry of Construction and Transportation, the government of Gwacheon, Gwacheon Police Station, and the Korea Transport Institute.##MORE_LAYER_BOX_END##