Global transportation preferences: How does Korea compare? Global transportation preferences are undergoing a transformation. This shift in mobility paradigm, diversifying from car-centric travel to walking and cycling, is not merely a change in transport modes but has become central to environmental protection and urban structural improvement. The '2026 Mobility Report,' published by Ipsos on April 1, 2026, clearly illustrates these changes. This survey, conducted among consumers in 31 countries, comprehensively reveals global transportation preferences and public perceptions of transport policies. This shift suggests that public transportation choices are diversifying based on environmental, health, and economic factors, extending beyond mere urban lifestyles. According to the report, respondents in 22 of the 31 surveyed countries identified cars as their most preferred mode of transport. An average of 33% of all respondents chose cars as their primary mode of transport, indicating that cars remain the most popular means of travel globally. However, it is noteworthy that walking is closely trailing behind. An average of 22% of respondents cited walking as their most preferred mode of transport, signifying that personal health and eco-friendly trends are increasingly influencing transportation choices. Remarkable results were observed in some countries. In three nations—the UK, Ireland, and Argentina—more respondents preferred walking over cars as their primary mode of transport. This demonstrates that pedestrian-centric urban design and eco-friendly policies are deeply embedded in the daily lives of citizens in these countries. Such findings clearly prove the significant impact urban planning and transport policies can have on citizens' transportation choices. This highlights that global mobility trends are not merely individual choices but are inextricably linked to urban-based policies. So, where does Korea stand amidst these global changes? Although Korea was not included in this Ipsos report, comparing global trends with Korea's current situation reveals interesting implications. Currently, Korea continues to innovate in its automotive industry with high fuel efficiency and a steady increase in the proportion of electric vehicles (EVs). Hyundai Motor and Kia Motors, in particular, are enhancing the status of the domestic automotive industry by securing global competitiveness in the EV market. However, pedestrian and bicycle-centric lifestyles are relatively slow to take root in Korea. This is largely because infrastructure development for pedestrians and cyclists has often been deprioritized during urban development. In Seoul, for instance, major roads are designed primarily for cars rather than bicycles, and pedestrian convenience is somewhat hindered by the car-friendly urban structure. This relates to the historical background where existing Korean urban planning primarily focused on vehicular traffic. Especially during the 1960s-1980s, when industrialization and economic development accelerated, a car-centric urban structure became established, limiting spaces for walking and cycling mainly to parks and restricted areas. Meanwhile, in recent years, the full-scale introduction of electric bicycles and shared electric kickboards into the domestic market has shown signs of gradual change in urban transportation methods. Shared bicycle services like Seoul's Ttareungyi are expanding, and similar services are being introduced in metropolitan cities such as Busan and Daegu. However, the pace of adoption remains slow due to issues such as a lack of connectivity in bicycle paths, spatial conflicts with cars, and insufficient parking facilities. The public's support for speed limit policies, as mentioned in the Ipsos report, is highly noteworthy. According to the report, an average of 70% of respondents across 31 countries supported policies to lower speed limits in residential areas. This overwhelming support demonstrates a global consensus among citizens regarding safe pedestrian environments and reduced traffic accidents in residential zones. Residential areas are frequently used by vulnerable road users such as children and the elderly, hence there is a widespread understanding of the importance of ensuring pedestrian safety by lowering speed limits. The Balance of Speed: The Current State of Speed Limit Policies Conversely, support for lowering speed limits on highways was lower than for residential areas, averaging 56%. This can be interpreted as reflecting concerns that highways are perceived as key infrastructure for long-distance travel, and reducing speed limits could lead to increased travel times and decreased economic efficiency. Notably, among G7 nations, support for lowering highway speed limits dropped further to 45%. This suggests that developed countries, with their well-established highway infrastructure and normalized long-distance travel, exhibit relatively greater resistance to speed r
Related Articles