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Public Transport Reform in Seoul
- 1. Public Transport Reform in Seoul 2015. 20. November SANGJUNE PARK Korea Transport Institute 20.11.2015 III международный градостроительный форум UrbanБайрам
- 2. 1. Backgrounds 2. Seoul’s Public Transport Reform 3. Outcomes Contents 2 20.11.15 III международный градостроительный форум UrbanБайрам
- 3. 1. Backgrounds Overview of Seoul Transport problems 3 20.11.15 III международный градостроительный форум UrbanБайрам
- 4. 4 1. Backgrounds ◆ Overview of Seoul (1) 20.11.15 III международный градостроительный форум UrbanБайрам
- 5. 5 1. Background ◆ Overview of Seoul (2) ● Population : 10.3 million (Area : 605Km2) ● Density : 17,134 person/Km2 BUSES #Buses : 9(Thousand), # of Routes : 595 8.8 Million passengers/day SUBWAY 332Km : 9 Lines, 3 Operation Company 307 Stations, 12.6 Million passengers/day TAXI # Veh : 72(Thousand) PASSENGER CAR # Veh : 3013(Thousand) As of 2014 20.11.15 III международный градостроительный форум UrbanБайрам
- 6. 6 ● Population : 2times − 1970 : 5.4 M − 2003 : 10.4 M 1. Background ◆ Situations before the Public Transport Reform ● No. of Vehicles : 46 times − 1970 : 60,000 − 2003 : 2.8 M 20.11.15 III международный градостроительный форум UrbanБайрам
- 7. 7 1. Background ◆ Transport issues in Seoul’s transport before the reform 20.11.15 III международный градостроительный форум UrbanБайрам
- 8. 8 1. Background ◆ Problems of bus operation ● Unstable Service by deteriorated bus company − Unpunctuality, abolition of bus routes ● Unstable employment − Continuous reduction of labor (driver’s low salary) ● Excessive competition to increase revenue − Reckless driving : accident, uncomfortable ride ● Routes owned by private bus company as a patent − Hard to adjust routes by demands 20.11.15 III международный градостроительный форум UrbanБайрам
- 9. 1. Backgrounds ◆ Bus industry before the reform Increasing vehicles Inefficient bus m anagement system Limited road capacity →congestion Decrease of bus users Abolition of bus service Bankrupt of bus company Poor punctuality Poor reliability Slow speed stress on driver from traffic congestion unfriendly to passenger, and causing accident no other options except periodic fare raising Worsen bus oper ating conditions Lack of bus priority policies (bus lane & subsidies) abolition of route, → reduced operation, periodic increase of fare labor dispute → inconvenience for citizen 20.11.15 9 III международный градостроительный форум UrbanБайрам
- 10. 10 1. Background ◆ Business environment of bus industry 20.11.15 III международный градостроительный форум UrbanБайрам
- 11. 11 1. Situations ◆ Modal share change 1996 2002 Subway 29.4 % Subway 35.5 % Bus 26.2 % Bus 30.1 % Car 24.6 % Car 25.5 % 20.11.15 III международный градостроительный форум UrbanБайрам
- 12. 12 1. Situations ◆ Vicious circle in PT 20.11.15 III международный градостроительный форум UrbanБайрам
- 13. 2. Seoul’s Public Transport Reform 13 20.11.15 III международный градостроительный форум UrbanБайрам
- 14. 14 ◆ Social situations before the reform 2. Seoul’s Public Transport Reform ● Road congestions : one of social problems − Due to exponential growth of population since 1950s − Insufficient transport infrastructures ● Unsuccessful attempts on PT improvement − How to deal with the influx traffic to Seoul − One of main issues to be changed ● Need a strong leadership to implement the plan − Former President Mr. Lee Myung-Bak − Holding a meeting every week to check the progress 20.11.15 III международный градостроительный форум UrbanБайрам
- 15. 15 ◆ Vision of the reform 2. Seoul’s Public Transport Reform ● Competitive public transport (Public transport > private vehicles) − speed − convenience − safety − social fare World Best Transit City ● Low cost · High efficiency city − 30 passenger car’s capacity = 1 Bus ● Economize on energy ● Reducing air pollution 20.11.15 III международный градостроительный форум UrbanБайрам
- 16. 16 ◆ Object of Seoul bus system reform 2. Seoul’s Public Transport Reform 20.11.15 III международный градостроительный форум UrbanБайрам
- 17. 17 ◆ Median Bus Lane System 2. Seoul’s Public Transport Reform ● Install bus lane and stations in the middle of the road ● Other lanes are used by private cars ■ Problems caused by roadside bus lane ● Established in 1986 for effective management of existingroads − Stopping by the road is dangerous to bus passengers − Causes traffic congestion when buses try to cut into inner lanes 29 20.11.15 III международный градостроительный форум UrbanБайрам
- 18. 18 2. Seoul’s Public Transport ReformAhead ◆ Integrated Fare System ■ Integrate all public transportation (bus, subway) fare systems – Free or discounted fare system for transferring between buses or between bus and subways ● Free transfers within 10km regardless of number of transfers − Lessen the fare burden for citizens living in remote, outskirt area ● Develop a system that automatically calculates revenues for transportation agencies (bus operators, subways) − Automatic calculation to allocate transportation revenues to each agency − Resolve inconveniences between transportation agencies in advance ● Develop T-money card system for automatic transfer − Multi-functioning transportation card– i.e. shopping and tax payment 20.11.15 III международный градостроительный форум UrbanБайрам
- 19. 19 ◆ Smartcard System 2. Seoul’s Public Transport Reform ■ Adopt T-Money, new smart card system for integrated fare collection New Smart Card System ● Flexible to various fare policy − unified distance-based and time difference fare system ● Provides multi-functional services − Transport, shopping and civil service, etc ● Adopted International standards − Type A / B ● Enhances security − adopt EMV 20.11.15 III международный градостроительный форум UrbanБайрам
- 20. 20 ◆ Unified Fare System with Free Transfer 2. Seoul’s Public Transport Reform Concept of N /W Integration New fare system BeforeAfter Independent Fare Structure Unified Fare Structure Bus Bus Bus Bus Metro Line Line Line One Seamless Mode Type Line Line Type Line Type Single Mode Flat Fare Combined Mode Distance- based Fare Unified Distance-based Fare (Bus#Bus / Bus#Metro/ Metro#Metro) Bus Metro ■ Adoption of distance-based unified fare system irrespective of transport mode 20.11.15 III международный градостроительный форум UrbanБайрам
- 21. 21 ◆ 4 types of buses ● Trunk lines, Feeder lines, Circular, Wide area − to simplify the system and reduce confusion 2. Seoul’s Public Transport Reform 20.11.15 III международный градостроительный форум UrbanБайрам
- 22. 22 ◆ Transfer facilities 2. Seoul’s Public Transport Reform Yeoido Transfer Terminal : (Secondary) city center : Boundary : Suburb ■ Building transfer terminals at node between trunk line and feeder line connected with bus and metro Cheong- ryangni Transfer Terminal Transfer Terminal for Downtown and Suburban 20.11.15 III международный градостроительный форум UrbanБайрам
- 23. 23 2. Seoul’s Public Transport Reform ◆ BMS (Bus Management System) / BIS (Bus Information System) <Bus information> - City Hall stop (30) No.62 bus left last bus stop HeadwaysHeadways Order for keeping headway Order for reserved vehicle Internet Mobile ARS No. 62 bus left last bus stop Dispatch Mgmt. Real-time Information Real-time Information ■ Bus operation information collecting at control center through GPS 20.11.15 III международный градостроительный форум UrbanБайрам
- 24. 24/25 2. Seoul’s Public Transport Reform ◆ Transport Operation & Information System Image Data Traffic Volume Data Analyzing accumulated data and improvement Providing congestion information 597 865 884 891 896 909 317 810 802 893 748 ( ) 727 529 510 ( ) 650 601 613 610 665 664 673 675 638 - 100 200 300 322 309 316 298 400 435 500 600 700 800 900 1,000 6 24 6 26 630 7 2 74 7 8 7 10 7 14 ( ) ( ) () ( ) () ( ) () ( ) (/) Speed Data Monitoring real-time traffic status Data Gathering Monitoring & Management ■ Supporting on- the - spot traffic control using real - time traffic data 20.11.15 III международный градостроительный форум UrbanБайрам
- 25. 25 ◆ Quasi-Public Management 2. Seoul’s Public Transport Reform ● Establish bus route system based on the citizens’ needs − Increase operation of inconvenient bus routes with low revenues − For bus operators, remove factors that cause deficits occurring from intensive competition ● Operate collective system to control transportation revenues Joint management of bus operation revenues − calculate and allocate revenues to bus operators based on their operational performance ● Secure stable profits for bus operators by providing subsidies − Seoul subsidizes deficits for bus operators after calculating the profits Eliminate factors that result loss for bus operators ■ SMG controls transportation revenues to lower fiscal deficit and promote bus route arrangements 20.11.15 III международный градостроительный форум UrbanБайрам
- 26. 3. Outcomes 26 20.11.15 III международный градостроительный форум UrbanБайрам
- 27. 27 ◆ Achievement ( 2003 vs. 2004) 3. Outcomes and Way Ahead ● Increase of passengers − 4.0% increase ( 2004. Jul ~ Dec vs. 2003 Jul ~ Dec ) ● Increase of bus speed − Generally 10 ~ 20 km/h increased ● Improvement of on-time operation − Improved punctuality of bus operation − Arrived within 1~2 minutes of expected (Km/hour) Before After Differenc e Jun 2004 Dec 2004 Dobong-Mia Road Bus 11.0 22.0 11.0↑ Car 18.5 21.6 3.1↑ Susaek-Seongsan Road Bus 13.1 21.5 8.4↑ Car 20.3 22.3 2.0↑ Kangnam Road Bus 13.0 17.3 4.3↑ Car 18.0 18.6 0.6↑ Before After Punctuality (Variation Coefficient) 0.537 0.493 On-time Operation 20.11.15 III международный градостроительный форум UrbanБайрам
- 28. 28 3. Outcomes ◆ Achievements Bus Bus speed (km/h) 13% ↑19.8 17.6 19.9 2010 21.7 5% ↑24.0 22.9 20052000 2000 2005 2010 Passenger Car ● Increase in public transportation users: Average of 840K users /day(9.2%) ● Faster bus & vehicle speed: Buses rose by 13%, and passenger cars by 5% ● Establish scientific foundation for public transportation management − Improve bus operation management based on the data including ridership by each vehicle and service intervals − Bus service interval management based on the number of users by routes, time-based number of passengers, and routes with many users ● Secure social equity of fare system - free transfer − Improve fare systems unfair to the areas without bus or subway routes − Reduce average price of using inner-bus city (average of 29 KRW per trip) 20.11.15 III международный градостроительный форум UrbanБайрам
- 29. 29 3. Outcomes ◆ Achievements Year 1996 2002 2005 2009 Total Traffic Volume 2,779 2,968 3,100 3,194 Traffic Volume (Suburban area ↔ Seoul) 618 876 917 928 Year 1996 2002 2005 2009 Public Transportation 59.5 60.6 62.3 63.0 (Bus) (30.1) (26.0) (27.5) (27.8) (Subway) (29.4) (34.6) (34.8) (35.2) Passenger Car 24.6 26.9 26.3 25.9 Taxi 10.4 7.4 6.5 6.2 Other 5.5 5.1 4.9 4.9 (Unit: %) (Unit: 10K trips) ● Change in Traffic Volume − Despite stagnation of population increase in Seoul, total traffic volume and the amount of traffic between Seoul and the outskirt of the city is increasing. ● Modal Share − Continuous increase in use of public transportation: 59.5% (’96)→ 63% (’09) 20.11.15 III международный градостроительный форум UrbanБайрам
- 30. 사람·환경·교통의 조화 속에 미래의 삶을 풍요롭게 바꾸는 한국교통연구원 20.11.15 III международный градостроительный форум UrbanБайрам
Editor's Notes
- Good morning, ladies and gentlemen! I am Sangjune PARK from Korea Transport Institute. I am delighted to be here to give a talk about Seoul’s public transport reform.
- My talk is divided into 3 parts. I’ll start with backgrounds of the public transport reform. Then I will look at the contents of Seoul’s public transport reform and finally I’ll talk to the outcomes of the reform which is regarded as one of success policies in transport sector so far.
- This is a geographical status of Korea, and Seoul is located in the center of Korean peninsula.
- And this is an overview of Seoul at present. The size of Seoul is around 605 square km with 10.3 million population. So density is so high in 17,134 person per square km. There are around 9 thousand buses with 595 routes and buses are carrying 8.8 million passengers a day. And there are 9 metro lines with 332 km length and there are also around 3 million passenger cars in Seoul.
- Let’s move to the situations before the public transport reform. There had been a great population growth since 1960s which was a period of Korea’s economic development. As you can see at the left-hand side graph, the population in 1970 was 5.4 million but in 2003 was 10.4 million. Moreover, the number of vehicle registered in Seoul had increased with an exponentially as you can see at the right hand-side graph. In 1970, the number of vehicle was around 60 thousand, but in 2003 the number was 2.3 million cars. There has been 48 times increase for 33 years.
- This slide shows you the transport issues of Seoul before the reform. Firstly, there has been an expansion of commuting area to Seoul. So the traffic volume passing across the boundary of Seoul increased sharply from 2.68 M veh/day in 1996 to 3.15 M veh/day in 2003. Secondly, the bus passengers were decreasing because of low level of service quality and introduction of Metro lines. Lastly, traffic congestion was increasing as the provisions of PT could not match the speed of an increase of population and cars.
- In particular, there have been many problems in bus industry of Seoul. Firstly, it suffered with unstable service by deteriorated bus companies. Secondly, drivers suffered with unstable employment. Thirdly, there was excessive competition between bus companies. Lastly, bus routes were owned by private company as a patent.
- This slide shows the problems of bus industries before the reform.
- As a result of those, business environment of bus industry was getting worse. Bus fare had increased and thus mode share was decreasing and subsidy growing.
- This is a change of mode share between 1996 and 2003, just before the reform.
- So there was a kind of vicious circle existed in Seoul’s public transport system
- Let’s move to the important features of Seoul’s public transport reform.
- As we briefly looked at the situations of Seoul’s public transport, especially bus industry, Seoul had a many problems in transport sector. Road congestion is a one of major social problems for Seoul Metropolitan Government. SMG tried to improve the public transport system several times, but did not make it because of political reasons and others. But a strong leadership was emerged when Mr. Lee Myung Bak, who later became the President of Korea, elected as a mayor.
- A team for the public transport reform was established and started the work. The vision of the reform was set like this picture. In order to make the world best transit city, they introduced a new concept to bus industry of Seoul.
- They set a new bus system for a goal of the reform such as convenient in connection and transfer etc.
- Firstly, they introduced a median bus lane. Actually, bus-only lane was existing before the reform, bus Seoul Metropolitan Government moved the lane to the middle of the road. So there was no congestions caused by buses and passengers hop-on and off.
- Secondly, SMG introduced an integrated fare system for bus and metro which enabled passengers to transfer free and discounted. It is called T-money card.
- T-money card was developed to the Smartcard system later and it provides multi-functional services for transport, shopping and civil service, etc.
- This slide is another illustration of the unified fare system. The fare system was based on a distance travelled
- Thirdly, SMG introduced a trunk and feeder system to the bus routes and reorganized the routes. The routes are divided with 4 different functions with 4 different colors to simplify the system and reduce confusion. Blue line connects regions in suburbs, downtown areas, sub-centers. Its goal of the service is to secure rapidity and punctuality. Green line transfers between Blue bus and Metro lines. It covers transport needs within the region and secures accessibility. Yellow line lanes between downtown and sub-center areas. It covers business and shopping needs within the region. Red line connects metropolitan areas to downtown areas. It absorbs demand for car use in influx and efflux of city borders.
- Fourthly, SMG built a transfer terminals at node between trunk line and feeder line connected with bus and metro.
- Fifthly, SMG established a control center for bus management and bus information. The center was gathering bus information through GPS.
- The center is called TOPIS center and is supporting on the spot traffic control using real time traffic data.
- Lastly, SMG introduced a new management system, which was called “quasi-public management”. This system operates collective system to control transport revenues. It is a joint management of bus operation revenues and calculates and allocates revenues to private bus operators based on their operational performance
- Let’s move to the last part, the outcomes of the reform.
- For the early stage of the reform, it was looking good. This slide shows some achievement during the first year of the reform. There was 4% increase of passengers compared to the same period before the reform and increase of bus speed as well. There was also an improvement of on-time operation.
- In the longer term, the achievement was more clear. The number of users of public transport increased by 9.2%. And scientific foundation for public transportation management was established and stabilized and the reform could secure social equity of fare system with free transfer. That is, transport costs were reduced by 29 KRW per trip with free transfer.
- Lastly, this slide shows some changes in traffic volume as time passes. In 1996, total traffic volume is 2,779. But in 2009, is 3,194 an increase of 13%. But PT system, in particular bus and subway, are still major transport mode and even more increasing at the moment in Seoul.