國土開發計劃의 實相과 그 改善方向에 관한 硏究 : 交通網形成過程을 中心으로

국토개발계획의 교통망 형성과 개선방향을 연구했다.

解放이후 1960年에 이르기까지 外債의존적인 經濟構造로부터 脫皮하지 못하던 우리나라의 經濟는 1960年代에 들어서서 樹立·實施된 第1次 經濟開發計劃을 시작으로 일련의 開發計劃을 通하여 오늘날의 經濟基盤造成 및 괄목할 만한 經濟成長을 이룩하게 되었다. 그러 나, 總量的인 國家發展만을 위한 高度의 經濟成長政策은 大都市 및 成長據點地域으로의 人口集中과 産業集中을 誘發하여 産業部門間·地域間에 극심한 不均衡을 招來하게 되었다. 이에 대응하여 보다 合理的이고 巨視的인 地域의 均衡發展을 指向하기 위하여 計劃되어진 것이 國土綜合開發計劃(1972-1992)이다. 本 硏究에서는 國土의 效率的 利用과 이를 통한 國土 및 産業構造의 均衡發展을 도모하고자하는 國土開發計劃의 部門別 計劃중 交通部門에서 나타나고 있는 問題點들을 살펴보고, 地域의 不均衡的 成長이 交通網體系形成에 기인한다는 假定下에 行政區域으로 나누어져 있는 9個道 및 10個都市를 選定하여 分析·檢討해 보았다. 그 對象地域으로는 경기·강원·충북·충남·전북·전남·경북·경남·제주의 9個道와 서울·부산·인천·강릉·청주·대전·전주·광주·대구·마산 등 10個都市를 망라하여 그 地域의 道路增加와 人口·經濟活動人口·就業者·從業員·事業體를 相關分析하였다. 分析의 結果로는 첫째, 道路의 增加가 地域의 成長에 미치는 영향은 상당히 큰 것으로 나타났다.

특히 道路의 增加와 人口 및 經濟活動人口의 增加와는 매우 관계가 깊은 지수를 보여 주었다. 둘째, 地域間關係에 있어서는 서울·부산을 비롯한 大都市地域과 경기·영남地域은 道路의 增加와 地域成長과는 관계가 높았던 반면에 강원·호남地域은 오히려 地域成長이 감소되어가고 있는 실정이다. 충남·북地域은 最近에 들어 매우 높은 成長率을 나타내고 있으며 中 部高速道路의 개통은 다가오는 1990年代의 中部圈時代의 막을 여는데 活力을 주게 될 것이다. 셋째, 道路의 增加가 대체적으로 基盤産業의 유치에는 실패하고 있으며 中央政府에 의해 設立된 産業基地위주로 交通網이 構成되는 現象이 나타나고 있음을 알 수 있다. 이상에서 나타난 本 硏究의 分析結果를 토대로 開發計劃에서 발생된 不均衡의 間題點과 均衡開發을 위한 方案을 간략히 살펴보면 다음과 같다. 첫째, 交通網編成時 交通과 地域發展과의 밀접한 관계를 효과적으로 고려하고 있지 못하다. 둘째, 經濟的 效率性에만 치중한 道路綱의 偏重 建設問題이다. 셋째, 局地的 交通軸中心의 交通綱 建設이다. 넷째, 계층구조가 간과된 道路網 建設에서 오는 問題이다. 다섯께, 道路綱 偏重으로 인한 地域隔差現象이 증대되고 있다. 이와 같은 不均衡的 問題點들을 보완할 수 있는 均衡있는 交通綱 建設計劃의 方案은 다음과 같다.

① 國土의 均衡開發을 구현할 수 있는 交通網體系의 再編成 ② 均衡的인 交通軸 中心의 交通網 구축 ③ 這路機能을 고려한 道路間 계층구조의 再定立 ④ 效果的이고 巨視的인 交通計劃의 樹立 ⑤ 기존 道路網과 터미널의 연계시스템 開發 國土의 均衡發展을 위한 交通網編成에 있어서는 長期的이고 未來指向的인 計劃을 樹立하여야 하며, 다양한 計劃技法이 開發되어야 할 것이다. 또한 地域의 特性을 고려한 綜合的 交通網體系形成에 보다 많은 노력을 기울여야 할 것이다. Up to the 1960's, the economic situation of Korea had been highly dependent upon foreign economy with her heavy reliance on foreign aids. In order to remedy the situation by breaking down the absolute poverty and upgrading the level of national income, the Korean government had launched the First 5-Year Economic Development Plan in 1960, and, then, fellowed the Second, the Third, and the Fourth.

These efforts undoubtedly met with the successful achievements, that is, the increase of national income and the economic progress. However, these economic successes paradoxically produced other economic failures, that is, the highly uneven distribution of income and the worsening inter-regional imblances. Thus, for securing the rationalizable and balanced regional growth and development, the National Comprehensive Physical Development Plan (1972-1992) was announced in 1971 and inaugurated in 1972 by the Korean government.

The purpose of the present study has been to compare and analyze relationships between the factors of regional inequality stemming from the National Land Development Planning and the increase and the increase rate of road. By probing the interrelations between the road-rate and the other important factors such as population (i.e., the total number of regional residents), the economically active population, the total number of employed persons and the total number of business enterprises, this study attempts to generate an alternative for reformulating the system of transportation networks to induce the balanced growth and development of regions.

The departure point of analysis in the thesis is concerned with close scrutiny on the transportation segment in the National Land Development Planning, which aims at the effective utility of land and the well-balanced development between regions. The study attempts to probe the inherent problems and needed adjustments and hypothesizes that the inter-regional Imbalance of development derives from the formation of transportation network system. Hence, the units of analysis in the present study include nine Provinces and ten major cities, based on the present administrative division system.

Probing by the afore-mentioned framework of analysis, the research findings on the inherent problems and required improvements in the National Land Development Planning can be summarized as followings: (1) The road increase appears to play a highly significant role to the regional growth and development. The total increase, and the increase-rate as well, of road reveals close relationships with the population increase and with the increase of economically active population.

(2) Analyzing the inter-regional discrepancies in the relationship between the road increase and regional growth in further detail, it has been found that the relationship appears to be highly significant in some areas such as major cities, Gyeonggi-Do, Gyeongsang-bug-Do, Gyeongsang-nam-Do; however, in other regions such as Gangweon-Do, Jeonla-bug-Do and Jeonla-nam-Do, the relationship becomes rather insignificant.

In addition, in Chungcheong-bug-Do and Chungcheong-nam-Do, the recent trend of highly significant relationship characterizes these regions, and, with the inauguration of the \underline{Choongbu} Express Highway, the "Age of Mid-Region Development" is likely to be invigorated in the 1990's. (3) The road increase seems to have been insufficient to induce the activation of basic industries, and the formation of transportation network system seems to have been dictated by the government-organized plan of industrial bases. Thus, the road increase shows a closer relationship with government-sponsored distribution of industrial bases.

In order to provide a long-term planning of transportation network system for the well-balanced growth and development of national land, it is required to devise various planning techniques and to make an effort to put the regionalities into the policy-consideration. Therefore, for a more comprehensive structure of transportation network, the suggestions and recommendations from this study may be summarized in the following manner. (1) Adjustment of the transportation network system with primary emphasis on the inter-regional growth and development of national land. (2) Formulation of transportation network based on the well-balanced and geographically distributed transportation spindles.

(3) Rearrangement of the hierarchical