Digital Economy and Industry Development www.sdf.seoul.kr

Analysis on the Status of Nighttime Transportation to Improve Citizen Mobility

Kim Si jeong and Lee Jae-ho et al. December 2018

SEOUL SMART CITY

Research Team

Person in Charge of Research

Kim Si jeong (Principal Researcher, Seoul Digital Foundation) Lee Jae-ho (Director of Digital Economy Institute, Kakao Mobility)

Co-researchers

Baek Su-jin (Senior Researcher, Seoul Digital Foundation) Kim Jeong-min (Researcher, Kakao Mobility Data Lab)

CONTENTS

Ⅰ. Overview 01 1. Context and Purpose 01 2. Study Methodology and Composition of Report 05

Ⅱ. The Issue of Citizen Nighttime Mobility in Seoul Metropolitan Government 07 1. Limitations in Citizen Nighttime Mobility 07 2. Limitations in Nighttime Mobility as an Urban Issue 15

Ⅲ. Nighttime Mobility-Related Issues in Seoul Metropolitan Government Based on Texts 19 1. Overview of Analysis 19 1) Analysis Method 19 2) Analysis Target 20 2. Categorization of Nighttime Mobility-Related Issues 21 3. Analysis of Key Issues Related to Nighttime Transportation 28 1) Issues Relating to Passenger Refusal by Taxis on Main Streets 28 2) Issues Relating to the Seoul Metropolitan Government’s Night Bus Service (Owl Buses) 32 3) Conclusion 37

Ⅳ. Big Data Analysis of the Imbalance in Nighttime Transportation 39 1. Overview of Analysis 39 2. The Status of Nighttime Transportation Imbalance in Seoul Metropolitan Government 42 3. In-depth Analysis on Areas with a Severe Imbalance 50 1) In-depth Analysis of the Gangnam Station Area 51 2) In-depth Analysis of the Jongno Area 54 3) In-depth Analysis of the Hongik Univ. Area 57 4) In-depth Analysis on the Itaewon Area 59 4. Comparison with Current Nighttime Transportation Service in Areas of Severe Imbalance 64

Ⅴ. Implications 73

Bibliography 78 Ⅰ. Overview

1. Context and Purpose

With the growing level of interest in and the increasing value being placed on maintaining a work-life balance, as of late, the trend of people who enjoy a variety of social and economic activities after the workday is also growing, in opposition to the concept that the end of the workday is the end of the day. In particular, the 52-hour work week system has further encouraged individuals to perform a wider variety of leisure and cultural activities after work and, accordingly, nighttime mobility, such as transportation for leisure activities, is expected to increase. The increase in citizen demand and expectations for “life after work” is expected to result in their increased demand for improved convenience and enhanced mobility for transportation in order to return home at night. Public transportation is one of the main means of transportation used by citizens. According to daily average transportation distribution, which shows the transportation means used by the citizens of Seoul Metropolitan Government over the course of a day, the rate of using public transportation is 65% or higher (bus, subway, and railroad). This result indicates that citizen dependence on public transportation is high. However, from 23:00 to 04:00, the time during which buses, subways, and railroad services are not available, citizens inevitably have to rely on taxis or their own cars as their main mode of transportation. So, how effectively does the nighttime taxi service satisfy citizen demand for transportation? In the past, the amount of demand for taxi service was estimated mainly on the basis of the load factor. In particular, time load factor is the ratio of taxis operating while carrying passengers to the total hours of operation. The

01 Analysis on the Status of Nighttime Transportation to Improve Citizen Mobility

demand for taxi service is calculated by multiplying the time load factor with the total number of taxis supplied (Ahn Gi-jeong, 2014). In other words, the demand for taxi service is calculated with only the passengers who have completed boarding taxis out of the number of taxis supplied. Therefore, the supply of taxi service always exceeds the demand and, as a result, the demand for taxi service at nighttime is not reflected.

Time Load Factor = Operating hours (while carrying passengers) / operating hours (while carrying passengers + without passengers) x 100

Demand for the Taxi Service = Time load factor x number of taxis supplied

There is another method used to estimate the amount of taxi service insufficiency at nighttime. According to estimates of Seoul Metropolitan Government, the amount of taxi service insufficiency at nighttime is approximately 6,800 taxis1. As such, the volume of citizen demand for mobility at nighttime cannot be sufficiently met via the means of taxi service. This study therefore looked at how the limitations of citizen mobility at night were recognized in the public sector and by individuals and analyzed this issue in detail. In addition, as a basis for establishing a plan to improve citizen mobility at nighttime, the status of the supply and demand of nighttime taxi service was analyzed. In particular, in analyzing the actual status of limitations in citizen mobility, a focus was placed on the “demand of citizens who could not use taxi services even though they wanted to” at nighttime, during which use of public transportation, such as buses, subways, and railroads, is limited. However, data clearly indicating the actual demand for taxi services, in other words, citizens who are trying to catch a cab, was insufficient. To overcome this insufficiency data on private taxi application services, which have become more active recently, were used in this study. Data on the “taxi call” services provided by mobility applications, information regarding when passengers

1 There is a shortage of taxis for night-time service in Seoul by 6,800, how do we solve this?, Yonhap News Agency, Nov. 2, 2017.

02 Ⅰ. Overview

wish to travel using taxis, and passenger departure and arrival locations can be obtained and, in turn, this information enables more refined estimates of demand for taxi service. Kakao T has the largest market share among taxi applications; 83% of 270,000 registered taxi drivers across the country are subscribed to this service. As for the users, it is assumed that 16.92 million, which is approximately 45% of the country’s working-age population, have used this service. Therefore, data from Kakao T was considered appropriate for use in the estimation of citizen demand for nighttime mobility.

❘Fig. Ⅰ-1❘ Status of Taxi Application (Kakao T) Service Use

Source: Kakao Mobility (2018)

This study was conducted with the goal of determining actual citizen demand for nighttime mobility using the data in question and to examine the issue of citizens' limited mobility at night through an analysis of whether or not the current supply of nighttime transportation meets demand. Additionally, this research is intended to help seek a direction for various policies to determine the status of the issue and make improvements. The “Owl Buses” are a network of buses operated during the night that was introduced by Seoul Metropolitan Government in 2013 based on big data analysis, and it has been receiving attention as an example of a successful

03 Analysis on the Status of Nighttime Transportation to Improve Citizen Mobility

policy in Korea and abroad. It drew attention because it expanded means of public transportation available for nighttime use--which had previously been limited to taxi service--based on big data analysis. In other words, it was well regarded as a policy developed on the basis of big data to resolve inconvenience and satisfy citizen complaints within the scope of existing public transportation policies and systems. This study also estimates the demand for nighttime taxi service, which is not being met by existing public transportation means, and searches for a new direction for policies that would meet demand. Thus, this study is expected to bring about the chance to prepare a basis for further data-based policy development and from which to resolve urban issues.

04 Ⅰ. Overview

2. Study Methodology and Composition of Report

This study is comprised largely in four parts: first, the current issues of the society in relation to citizen nighttime mobility being limited is defined and examined in detail through a review of prior research. Then, the status of the issue is analyzed in detail, such as how often the issue occurs and in which areas, based on private transportation data. Using these analysis results, implications for resolving the issue of limited nighttime mobility are derived. In order to comprehensively begin an analysis of the issue of limited citizen nighttime mobility, it was first defined as an urban issue. Conceptually, the issue was approached, based on prior studies, with the question of whether or not the issue of limited nighttime mobility is an issue that needs to be resolved by the public sector. Then, a frame for analyzing the issue was established based on the subjective and objective elements that make the issue of limited nighttime mobility as an urban issue. Second, the current status of limited nighttime mobility was analyzed. Through an analysis on unstructured data from press reports, such as major daily newspapers and broadcasts, as well as SNS and public and private platforms, pending and detailed issues that comprise the discussion of limited nighttime mobility were derived. Third, the status of night taxi service operations was analyzed based on data gathered from Kakao T service. Using data from actual taxi service users who have called, boarded, and traveled in taxis, the status of the issue concerning citizen nighttime mobility was analyzed. The areas with severe imbalances in nighttime mobility were determined and, through in-depth analysis on each region, the characteristics of the regions and the destinations at which citizens experienced the most inconvenience in traveling were analyzed. Fourth, based on the discourse so far, the order of priority for areas to be improved with regard to citizen nighttime mobility and the areas which need enhanced convenience, as well as the scope of the problem and the ways in which it will be resolved, were derived. Through interviews and consultations

05 Analysis on the Status of Nighttime Transportation to Improve Citizen Mobility

with transportation and taxi experts, related policymakers, and other experts, policy alternatives and considerations for solving the problems are proposed.

❘Fig. Ⅰ-2❘ Structure and Key Content of this Study

06 The Issue of Citizen Nighttime Mobility in Ⅱ. Seoul Metropolitan Government

1. Limitations in Citizen Nighttime Mobility

In general, the concept of “mobility” refers to efficiency or convenience in the course of physical movement (Yun Shin-hui et al., 2015). Here, the term, “movement,” means physical movement, primarily of people, objects, and information. “Mobilities,” an additionally discussed concept, comprehensively includes not only physical movement, but also the facilities that enable physical movement (Urry, 2007). In addition to mobilities, this study approached the more comprehensive concept of “citizen mobility,” which includes the means as well as regional and systematic environments, that enable physical movement. To examine fluctuation in citizen demand for nighttime mobility, the floating nighttime population was analyzed. The results indicated an increase in the demand from 23:00 to 04:00, during which the use of public transportation services is limited. Based on the KT communications data posted on the Seoul Metropolitan Government Big Data Campus (Feb. 2016 - Jan. 2018), an analysis was performed on trends in the floating population between 23:00 and 04:00. Communications data refer to the communication volume processed by switchboards and base stations to use to ensure the successful supply of communications service. These data are used in monitoring and managing the quality of communications services. With the communications data, regional demographic information can be established using the respective mobile carriers’ internal algorithms, after undergoing a process of personal information de-identification2. The floating population is estimated as the proportion of the total population in an area that is moving rather than staying.

07 Analysis on the Status of Nighttime Transportation to Improve Citizen Mobility

❘Fig. Ⅱ-1❘ Estimation of Floating Population

Source: KT Bigsight (https://bigsight.kt.com)

As a result of analyzing the fluctuations in the nighttime floating population of Seoul Metropolitan Government based on communications data for the corresponding period, a gradually increasing trend in demand for nighttime mobility was found, though there were slight exceptions to the trend depending on the season and month.

❘Fig. Ⅱ-2❘ Nighttime Floating Population Trend

* “Nighttime floating population” refers to floating population between 23:00 and 03:59. Source: Prepared by the research team using data from Seoul Metropolitan Government Big Data Campus and floating population data from KT

2 The floating population is estimated with parameters by gender, age, time, and day of the week collected on a monthly basis by sorting KT data into 50 m * 50 m unit and communication frequency (calls and texts)

08 Ⅱ. The Issue of Citizen Nighttime Mobility in Seoul Metropolitan Government

Public transportation is one of the major modes of transportation used by the citizens of Seoul Metropolitan Government. In fact, as the proportion of daily transportation used by citizens of Seoul Metropolitan Government in 2016, the percentage of those who used buses, subways/railroads, or a taxi service was 71.6%. As such, citizen dependence on public transportation (buses, subway) is high. In particular, as the proportion of those using buses for transportation (27.5%) exceeded the proportion of those using private cars (26.3%) after 2005, the proportion of citizens using subway/railroad and buses has increased to over 60%.

❘Table Ⅱ-1❘ Daily Average Traffic Volume and Proportion by Mode of Transportation (Unit: 1,000 trips, %) Subway/ Total Private Car Bus Taxi Other Railroad Year Traffic Percen Traffic Percen Traffic Percen Traffic Percen Traffic Percen Traffic Percen Volume tage Volume tage Volume tage Volume tage Volume tage Volume tage 02 29.680 100 7,983 26.9 7,705 26 10.285 34.6 2.195 7.4 1,513 5.1 04 30,344 100 8.001 26.4 7,953 26.2 10,854 35.8 2.011 6.6 1.525 5 05 31.005 100 8.166 26.3 8,513 27.5 10.785 34.8 2.016 6.5 1,524 4.9 06 31.196 100 8,189 26.3 8.616 27.6 10.839 3 4.7 1,960 6.3 1.592 5.1 07 31.509 100 8,243 26.3 8.715 27.6 11,012 3 4.9 1,958 6.2 1.582 5 08 31.705 100 8.235 26 8,824 27.8 11,097 35 1,961 6.2 1.587 5 09 31,94 8 100 8.262 25.9 8,884 27.8 11,238 35.2 1,981 6.2 1,583 4.9 10 31,155 100 7.502 24.1 8.746 28.1 11,289 36.2 2,236 7.2 1,382 4.4 11 31.885 100 7.509 23.5 8.913 28 11,840 37.1 2,232 7 1,391 4.4 12 32.150 100 7.442 23.1 8.798 27.4 12.275 38.2 2,226 6.9 1,409 4.4 13 32,516 100 7.435 22.9 8.813 27.1 12.630 38.8 2,220 6.8 1,418 4.4 14 32,690 100 7.461 22.8 8,831 27 12,741 39 2,219 6.8 1,437 4.4 15 32.410 100 7.467 23 8,569 26.5 12,714 39.3 2,220 6.8 1.441 4.4 16 32.306 100 7,858 24.3 8.430 26.1 12.566 38.9 2.122 6.6 1.332 4.1

* Statistical data on transportation percentages from Seoul Metropolitan Government from 2003 has been omitted Source: Seoul Open Data Plaza

09 Analysis on the Status of Nighttime Transportation to Improve Citizen Mobility

❘Fig. Ⅱ-3❘ Daily Average Transportation Volume and Proportion

Source: Seoul Open Data Plaza

What is transportation proportion? This is the distribution of transportation means used by people in a day, displayed as percentages. The transportation proportion is calculated as the total traffic volume of each mode of transportation, such as bus, subway/railroad, taxi, and other. ∙ “Bus” includes intra/inter-city buses, village buses, commuter/school buses, and other buses. ∙ “Subway” includes subway trains used by passengers between all routes. ∙ “Other” refers to motorcycles, trucks, and other special vehicles, not walking or bicycling. ∙ “Traffic volume” refers to the total number of trips within, into, and out of Seoul Metropolitan Government.

Source: Transportation Policy Division, Seoul Metropolitan Government

10 Ⅱ. The Issue of Citizen Nighttime Mobility in Seoul Metropolitan Government

On the other hand, public transportation means available for use by citizens at night are very limited. For subways, the last train departure time, generally speaking, is before 12:00 a.m. based on its arrival at the last station. Since 2002, subway operating hours have been extended to 01:00 a.m. on weekends, based on arrival at the last station. However, as the last train departure time changes depending on the station one is departing from, the route, and the area of travel, passengers must check accurate information on service hours before using the subway system.

❘Table Ⅱ-2❘ Time of Last Train by Destination at Key Stations

Point of Departure Subway Line Destination Time of Last Train Euljiro 1-ga Station 00:09

Hongik Univ. Station 00:21 Sindorim Station 00:33 Gangnam Station Line 2 Seoul National Univ. Station 00:46

Seongsu Station 00:38 Samseong Station 00:54 Seongsu Station 00:33

Euljiro 1-ga Station 00:49 Line 2 Seoul National Univ. Station 00:36 Sindorim Station 00:50

Hongik Univ. Station Yongmun Station 23:07 Deokso Station 23:40 Gyeongeui Line Cheongnyangni Station 00:05 Munsan Station 23:48 Neunggok Station 00:22 Cheongnyangni Station 23:57 Dongmyo Station 00:02 Yongsan Station (Express) 23:12

Sindorim Station Line 1 Yeongdeungpo Station 23:08 Yangju Station 22:57 Soyosan Station 22:43

Incheon Station 23:58

11 Analysis on the Status of Nighttime Transportation to Improve Citizen Mobility

Point of Departure Subway Line Destination Time of Last Train Kkachisan Station 00:51 Seongsu Station 00:21 Line 2 Euljiro 1-ga Station 00:37 Samseong Station 00:27

* Based on Fridays Source: Article of Aju Business Daily (Nov. 2, 2018)3 recited

With the exception of night bus routes, the most widely available means of transportation after 01:00 a.m., when most subway lines cease operations, is taxis. The number of taxis operating with passengers, per hour, in the first half of 2018 was found to be 26,243 taxis between 22:00 and 23:00, 26,240 between 23:00 and 00:00, and 25,565 between 00:00 and 01:00. There is a gradual decrease after 23:00 and then a rapid decrease after 00:00.

❘Fig. Ⅱ-4❘ Number of Taxis Operating and Carrying Passengers per Hour (First half of 2018)

* Number of taxis carrying passengers at least once per hours Source: Seoul Metropolitan Government, article in Money Today (Sep. 4, 2018) 4 citation

3 Last subway train on Friday, Gangnam Station → Jeongja Station at 00:51, Aju Business Daily. 2018.11.2. 4 [MT Report] 22,000 Taxis are Cinderella? Disappearing Right After Midnight [Let’s Put an End to the Taxi War] ① Nighttime supply and demand imbalance, passenger refusal pattern also changing. Money Today, Sep. 4, 2018.

12 Ⅱ. The Issue of Citizen Nighttime Mobility in Seoul Metropolitan Government

2. Limitations in Nighttime Mobility as an Urban Issue

Is the fact that citizens must face a variety of difficulties at night due to limitations in nighttime mobility really an urban issue? This is not an easy question to answer because the issue can arise out of factors at both the individual and the societal level. To find an answer to this question, the definition of urban issues needs to be discussed first. In defining a city, a variety of approaches, such as demographic, industrial, sociocultural, and functional approaches, can be used. However, as all these approaches are discussed against the basic and community-oriented context of society, they approach urban issues as a type of social issues. So, what is a social issue? The definition of “social issue” varies depending on the perspective (Curran & Renzetti, 2000; Horton & Leslie, 1997; Mooney et al., 2002; Lee Hong-ju et al., 2015). Generally speaking, a social issue is defined as being, first, an issue that is raised by and for which improvement is desired by a majority of people or a few influential people; second, an issue for which the cause lies in society; third, an issue for which the solution requires collective and social action and; fourth, an issue that has a negative impact on a majority of people. Based on this definition of social issue, an urban issue can be defined as an issue “for which improvement is required” and for which a “majority of stakeholders” are connected within the spatial confines of a “city.”

❘Table Ⅱ-3❘ Definition of a Social Issue

Researcher Social Issue

An issue that exerts a hazardous effect on society, for which improvement Curran & Renzetti is desired by a majority of people, and which is raised as an issue by an (2000) influential figure

An issue that threatens public order and affects a majority of people, for Horton & Leslie which a structural cause exists within society, and the solution of which (1997) requires collective and social action

Mooney, Knox & Schasct All actions that threaten the public order (2002)

13 Analysis on the Status of Nighttime Transportation to Improve Citizen Mobility

In discussing urban issues, Mooney, Knox & Schasct (2002) approached it in terms of objective and subjective elements that formed a social issue. The objective elements are the current and intuitive social conditions. Individuals recognize an issue through experience, press reports, or education. The subjective elements refer to social conditions that have a negative impact comprehensively across society or over specific areas of society. When a consensus is formed within a certain society that a social condition is not an element which exerts a negative influence on human life, it is not regarded as a social issue. In other words, objective elements are issues that have already been recognized as an issue in society, they are announced through the press and learned about or recognized through education and subjective elements are issues that have not yet been recognized as an issue in society, but which can be regarded as a social issue when a social consensus has formed that the issue exerts a negative impact on society. As a result, specific social conditions are developed into a social issue through the combined effect of subjective and objective elements. The issue of limited nighttime citizen mobility, the subject of discussion in this study, can also be approached in terms of subjective and objective elements. By addressing issues concerning public transportation services at night, one of the principal factors contributing to limited nighttime mobility, that have already been recognized as objective issues by the press and those issues on which individual citizens are subjectively forming a consensus, it becomes possible to conceive of the issue as an urban issue. For this purpose, the standards and subjective and objective elements that constitute urban issues will be measured must be considered. The formation of a social issue can be measured based on the extent to which it has been raised as an issue within a community. This can be measured from various perspectives and, in line with the introduction and proliferation of new media and social media, the possibilities have further diversified. According to a study conducted by Hilgartner & Bosk (1988) on the formation and decline of social

14 Ⅱ. The Issue of Citizen Nighttime Mobility in Seoul Metropolitan Government

issues, a social issue can be measured depending on how much it has been discussed by media outlets. In addition, Ray Maratea (2008) stated that the introduction of new media had enabled individuals to directly produce and disseminate new issues through blogs, web portals, and online forums in addition to traditional news outlets like TVs and newspapers. In addition, the activation of social networks, such as Facebook and Twitter, further promotes the active creation and proliferation of issues through the expression of opinions by individuals. Based on prior research, this study was aimed at examining the current issue of limited nighttime mobility as an urban issue which has been presented through articles from major news outlets and this study is also concerned with establishing the details of the issue by investigating individual citizens’ perceptions on the issue. To examine individual citizen perceptions of nighttime public transportation services and mobility, their opinions, as expressed through Twitter, blogs, and online cafes, the channels through which individuals produce or spread information about various issues, and also information from public online platforms for citizen participation, a channel through which individuals can propose and express their ideas and opinions to actively resolve the issues, were analyzed.

❘Fig. Ⅱ-5❘ Frame for Establishing Nighttime Mobility-Related Issues

15

Nighttime Mobility-Related Issues in Seoul Ⅲ. Metropolitan Government Based on Texts

1. Overview of Analysis

1) Analysis Method

In this study, text mining was performed on data related to citizen demand as well as press reports and SNS data in order to identify the nighttime transportation-related issues in the Seoul Metropolitan Government and the public perceptions of citizen mobility. Text mining is a methodology used to derive meaningful information from unstructured data, including texts, on the basis of natural language processing technology. First, to derive keywords, TF-IDF weights were used. TF-IDF weighting is a technique used to derive keywords of high importance from a document. It is calculated by multiplying “term frequency (TF),” which means the frequency of appearance of a specific keyword in a document, with “inverse document frequency (IDF),” which is an inverse measure of the frequency of a keyword within a document. This technique resolves the problem associated with the extraction of keywords based simply on the frequency of appearance by ignoring the most common words, such as “the” or “is,” in order to extract high quality keywords with a high frequency of appearance. It also enables more accurate identification of the importance of keywords in a respective field. In addition, topic modeling analysis was conducted in order to derive key topics based on the keywords. Topic modeling is a statistical analysis technique which helps determine abstract topics within a set of documents based on the keywords included in each document. Latent Dirichlet allocation (LDA), one of a variety of topic modeling techniques, is a probability model which describes how topics exist in a given document. An LDA model enables the prediction of

17 Analysis on the Status of Nighttime Transportation to Improve Citizen Mobility

which topic is discussed in a given document through analysis of the distribution of keywords in a document based on the probability of the appearance of the keywords for the specific topic (distribution of keywords by topic).

2) Analysis Target

Citizen data from a total of 22,340 sources was posted in Democracy Seoul between January 2013 and August 2017 and were collected and data from 5,141 sources were categorized into the transportation field using a machine learning-based algorithm. To focus on the issue of nighttime transportation, 367 sources which included related keywords, such as “night,” “early morning,” and “late night,” in the titles or main texts were selected as the final target for analysis. For the data from news outlets, reports from daily newspapers, economic newspapers, local daily newspapers, and broadcasting stations provided by BIG KINDS of the Korea Press Foundation were used. Of 349,043 press reports, published between January 2013 and October 2018, in which “Seoul Metropolitan Government” was mentioned, 1,368 were related to the issue of nighttime transportation and were selected as the final analysis target. For the SNS data, posts on Twitter, blogs, and online cafes provided by Pulse K, an online media analysis service provider, were used. Of 3,218,165 SNS-based sources of data in which “Seoul Metropolitan Government” was mentioned, between November 2017 and October 2018, 9,435 sources were related to the issue of passenger refusal by taxis on main streets and 15,067 sources were related to issues concerning nighttime transportation and mobility and these were all selected as final analysis targets.

18 Ⅲ. Nighttime Mobility-Related Issues in Seoul Metropolitan Government Based on Texts

❘Fig. Ⅲ-1❘ Establishing Nighttime Mobility-Related Issues

2. Categorization of Nighttime Mobility-Related Issues

To categorize the issues with the Seoul Metropolitan Government’s nighttime transportation service and citizen mobility,5 data on citizen demand posted in Democracy Seoul (formerly, Oasis of 10 Million Imaginations), a representative platform of Seoul Metropolitan Government established for citizen participation, and press reports from news outlets were used. Using the data on citizen demand, complaints regarding nighttime transportation services were examined. In addition, with the press reports, social issues concerning citizen mobility at night were identified. As a result of analyzing the TF-IDF weights on keywords that were included in the 1,735 items of data on citizen demand from Democracy Seoul and press reports (365 from citizens and 1,368 from news outlets), transportation means available for use at nighttime, such as taxis, buses, call buses, and night buses was an issue found to be ranked highly. The level of interest in night bus routes and subway operating hours was high. Additionally, the level of concern

5 Democracy Seoul is an innovative open platform on which citizens of Seoul Metropolitan Government can raise urban issues based on their everyday experiences and freely express their opinions and propose solutions to said issues. Citizens discuss their ideas with public officials in charge and, through meetings, their ideas are adopted into policies of the Seoul Metropolitan Government. As such, it plays a role as a tool for practicing digital democracy.

19 Analysis on the Status of Nighttime Transportation to Improve Citizen Mobility

regarding hazards at night, according to the importance of the related keywords such as safety and police, was found to be high.

❘Table Ⅲ-1❘ TF-IDF Weights for Nighttime Transportation-Related Keywords

Citizen Demand Press Reports Total No. Keywords TF-IDF Keywords TF-IDF Keywords TF-IDF 1 Taxi 33.273 Taxi 43.678 Taxi 72.763 2 Bus 19.370 Operation 41.931 Operation 52.110 3 Time 16.957 Bus 31.163 Bus 47.181 4 Driver 12.898 Route 29.387 Route 36.041 5 Passenger 12.560 Call bus 20.976 Time 30.676 6 Operation 12.032 Use 19.489 Use 29.042 7 Use 11.462 Installation 19.233 Installation 25.783 8 Bicycle 10.398 Police 17.888 Passenger 24.147 9 Subway 10.248 Service 17.439 Call bus 21.909 10 Think 9.853 Operation 16.766 Vehicle 21.520 11 Citizen 9.300 Crackdown 14.617 Driver 21.281 12 Vehicle 8.967 Intra-city bus 14.585 Operation 21.260 13 Route 8.283 Vehicle 14.035 Subway 20.952 14 Fare 8.262 Safety 13.636 Service 20.315 15 Parking 8.259 Region 13.457 Safety 19.918 16 Installation 8.137 Passenger 12.934 Police 19.876 17 Person 8.119 Time 12.815 Night bus 19.432 18 Road 8.064 Night bus 12.536 Crackdown 19.240

public 19 Night bus 7.894 11.804 Fare 18.858 transportation

20 Safety 7.745 Expansion 11.694 Region 18.789

Per analysis channel, the weights of such keywords as bicycle and subway, which were not high in press reports, were high in data regarding citizen demand. This can be interpreted as a result of reflecting citizen demand for improvements in relation to the risk of accidents that can occur while they are traveling short distances on bicycles at night and also for nighttime subway

20 Ⅲ. Nighttime Mobility-Related Issues in Seoul Metropolitan Government Based on Texts

operations. On the other hand, the importance of the keywords related to urban safety, such as police and crackdown, were higher in the press reports than in citizen demand data as social issues related to various accidents occurring at night increased. For a more in-depth analysis on the issues of nighttime transportation service and citizen mobility in Seoul Metropolitan Government, LDA topic analysis modeling was performed targeting data on citizen demand and press reports, and the issues were thus categorized. Through the LDA topic analysis modeling, six topics were derived. The topic of passenger refusal by taxis on main streets was recorded at the highest rate (22.6%) and it was followed by the extension of public transportation service hours during major events (18.2%), securing of the right to safe travel (16.8%), increased night taxi fare (15.9%), Seoul Metropolitan Government’s night bus service (Owl Buses) (14.0%), and the safety of bike lane users at night (12.4%).

❘Table Ⅲ-2❘ Type and Percentage of Nighttime Transportation Issues

No. Type of Issue (Related Keywords) Percentage

Issues relating to passenger refusal by taxis on main streets Topic1 (taxi, passenger refusal, end of year, report, Friday, Gangnam Station, 22.6% multiple passenger pickup, etc.)

Issues related to Seoul Metropolitan Government’s night bus service (Owl Topic2 Bus) 14.0% (night bus, Owl Bus, expansion, service interval, Gangnam, Jongno, etc.)

Issues relating to increased nighttime taxi fare Topic3 (taxi, basic fare, extra charge, fare increase, burdensome, passenger 15.9% refusal, etc.)

Issues relating to the safety of bike lane users at night Topic4 12.4% (safety, bicycle, road, danger, sign, traffic accident, pedestrian, etc.)

Issues relating to the right to safe travel Topic5 16.8% (woman, call, protection, location check, security, damage, etc.)

Issues related to the extension of public transportation service hours during major events Topic6 18.2% (subway, intra-city bus, operation, extension, long weekend, last train (bus) time and holiday, etc.)

21 Analysis on the Status of Nighttime Transportation to Improve Citizen Mobility

In relation to the issue of passenger refusal by taxis on main streets, the relevance of keywords regarding the locations and periods when the level of demand for the taxi service increases, such as “the end of the year,” “Fridays,” and at “Gangnam Station,” were relatively high. Keywords about citizen response to and improvement plans for passenger refusal and multiple passenger pickup by taxis, such as “illegal,” “crackdown,” and “report,” were also discussed. The issue relating to the increased night taxi fares can be regarded as a category with high similarity to that of the issue of passenger refusal by taxis on main streets. Discussions on increased basic taxi fares and late night extra charges, which are promoted as a countermeasure to the issue of passenger refusal by taxis, fall under this category. Seoul Metropolitan Government’s decision to extend subway operating hours prior to major events, such as Seoul International Fireworks Festival, or long holidays over Chuseok and Seollal (Lunar New Year's Day) form another category. The issue related to the extension of public transportation service hours during major events shows that citizen interest in extended operations of public transportation includes demand for a 24-hour subway operation. In addition, the issue related to Seoul Metropolitan Government’s night bus service (Owl Buses) indicates citizen satisfaction with the night bus service introduced in 2013. The key routes of this service, to and from Jongno, Sinchon, Hongik University, and Gangnam, are displayed as related keywords. The keywords of “operating interval” and “expansion” indicate the citizen demand for the extension of the night bus service. With issues relating to the safety of bike lane users at night and the right to safe travel, issues regarding citizens’ right to safe travel at night can also be identified. As for the issue on the right to safe travel, in particular, the relevance of the keyword “woman” was found to be high as the rate of accidents with female victims is high. Other keywords, such as “security,” “call,” and “location check,” indicate individual efforts to ensure safety by directly sharing information about their movements. As for issues related to the safety of bike lane users at night, keywords on plans to reduce the risk of accidents by helping

22 Ⅲ. Nighttime Mobility-Related Issues in Seoul Metropolitan Government Based on Texts

automobile drivers detect bike lane users, such as “danger” and “sign,” were included.

❘Fig. Ⅲ-2❘ Keywords by Nighttime Transportation Issue

23 Analysis on the Status of Nighttime Transportation to Improve Citizen Mobility

❘Fig. Ⅲ-3❘ Detailed Content of Nighttime Transportation Issues

∙ Issue of passenger refusal by taxis increasing on ∙ Concern for the burden faced by passengers main streets, such as around Gangnam Station, traveling long distances (to and from Gyeonggi-do) on Fridays, and at the end of the year in relation to the plan to increase basic taxi fares ∙ The keywords of “crackdown,” “report,” etc. and add extra charge indicate a demand for improvement and response ∙ Some express the opinion, however, that it is to passenger refusal and multiple passenger necessary to resolve the issue of passenger pickup by taxis refusal and ensure the stable income of taxi drivers

∙ Citizen mobility improved as a result of the night ∙ The Seoul Metropolitan Government decided to bus service in major downtown areas, such as extend public transportation service hours prior Gangnam and Jongno, where supply and demand to major events, such as festivals and holidays imbalances had been severe ∙ Citizen convenience with regards to mobility has ∙ Demand is increasing for the expansion of night increased as a result of the extension of subway/ bus routes, adjustment of operating intervals, intra-city bus routes and service hours and more buses

∙ Concern for women’s transportation safety ∙ Discussions regarding the risk of accidents of spreading due to increased crimes targeting bike users at night when visibility is low women at night ∙ Demand for measures to prevent accidents, ∙ Interest in measures to prevent accidents, such such as the introduction of facilities for safety in as location checks and safe return services, bike lanes and attaching high-visibility markers increasing on bike users, increasing

24 Ⅲ. Nighttime Mobility-Related Issues in Seoul Metropolitan Government Based on Texts

By re-categorizing the six topics above, the urban issues citizens experience when traveling at night can be largely divided into two topics. First are issues related to safety at night. The limited environments for safety for women and pedestrians and also safety of bike riders is being recognized as an issue. Second are issue related to transportation means, such as public transportation or taxis. The issue concerning transportation means can be further sub-divided into two categories. One deals with the issues of generation and production in urban area and they are problems that have not yet been resolved. The taxi-related issues, such as passenger refusal and late hour extra charges, fall into this category. The other is the area of response to improvement on problems related to public transportation services at night. Issues related to the introduction of night bus service and the extension of transportation service hours on specific dates, such as holidays, fall into this category.

❘Fig. Ⅲ-4❘ Key Issues Concerning the Limitations in Citizen Nighttime Mobility

Among various issues that limit citizen mobility at night, this study focused on issues concerning nighttime transportation services so as to seek ways to improve citizen convenience and satisfaction with their nighttime trips on the nighttime transportation service. For this, more detailed matters related to the creation and response to nighttime public transportation mobility issues were analyzed.

25 Analysis on the Status of Nighttime Transportation to Improve Citizen Mobility

3. Analysis of Key Issues Related to Nighttime Transportation

1) Issues Relating to Passenger Refusal by Taxis on Main Streets

As a result of analyzing 9,435 SNS posts (2,264 from Twitter, 6,841 from blogs, and 330 from online cafes) on passenger refusals by taxis over the course of one year (Nov. 2017 - Oct. 2018), ~ 2018.10.) it was found that the issue of passenger refusal by taxis had continuously been an object of interest online. On December 24, 2017, the number of passengers wishing to use taxi services increased as it was near the end of the year and there was forecasted snow with a heavy snow advisory. On the other hand, the number of taxis operating decreased because of the bad weather. As a result, a post on Twitter expressing concern about widespread passenger refusal went viral, and it achieved the largest daily number of mentions over the analysis period. In addition, on February 26, 2018, the second largest daily number of mentions was recorded for a post from a person who had experienced no problems using the taxi service despite arriving at Seoul Station late at night thanks to Seoul Metropolitan Government’s successful management of the taxi service following the closing ceremony of the PyeongChang 2018 (Feb. 25).

❘Fig. Ⅲ-5❘ Trend of Interest Online in Passenger Refusals by Taxis [Unit: No. of cases]

* Analysis Targets: Twitter, blogs, online cafes

26 Ⅲ. Nighttime Mobility-Related Issues in Seoul Metropolitan Government Based on Texts

Among SNS data, posts in Twitter clearly show the evolution of issues in real-time as they are uploaded on a real-time basis and disseminated by other users. Therefore, the times in which the issue of passenger refusal by taxis is most prominent can be verified by analyzing the frequency of mentions of this issue in Twitter posts by time. The frequency of mentions of the issue of passenger refusal in Twitter posts increases rapidly after the morning rush hour (07:00) and stays high during the daytime. It then decreases slightly after the evening rush hour (18:00). However, it goes up again during the night (after 22:00) when the operation of public transportation services, such as buses and subways, becomes less frequent. These results indicate that the level of interest in the issue of passenger refusal by taxis increases during the morning rush hour and during the night when public transportation services are not available.

❘Fig. Ⅲ-6❘ Mentions Related to Passenger Refusals by Taxis [Unit: No. of cases]

* Analysis Targets: Twitter

Among the keywords relating to the issue of passenger refusal by taxis displayed online, those that have relevance to the tendency of taxi drivers to avoid passengers traveling short distances, which is used as the rationale for passenger refusal, such as “taxi driver,” “arrival,” and “destination,” are ranked high. On Twitter, there were many mentions of keywords related to decreases in

27 Analysis on the Status of Nighttime Transportation to Improve Citizen Mobility

the supply of taxi service, such as “heavy snow advisory,” and requests for a governmental response to passenger refusals by taxis, such as “One Strike (Out) policy” and “business suspensions.” On blogs, keywords regarding taxi drivers refusing passengers, such as “taxi driver,” “prediction,” “destination,” and “concern,” were prominently displayed. In online cafes, keywords relating to citizen demand for a government solution, such as “government,” “National Assembly,” “solution,” “regulation,” and “strengthen,” were mentioned frequently.

❘Table Ⅲ-3❘ Keywords Related to Passenger Refusals by Taxis by Online Media

Twitter Blog Online Cafe Total

No. No. of No. of No. of No. of Keywords Times Keywords Times Keywords Times Keywords Times Mentioned Mentioned Mentioned Mentioned

1 Gyeonggi-do 564 Taxi driver 930 Government 146 Taxi driver 1,072

Heavy snow 2 547 Government 801 Korea 114 Government 958 advisory

License National 3 245 Operation 676 112 Operation 793 revocation Assembly

4 One Strike 214 Arrival 659 Business 110 Korea 762

Gangnam 5 144 Solution 590 Solution 107 Demand 733 Station

6 Subway 131 Prediction 549 Rule 101 Solution 729

Seoul National Univ. 7 120 Destination 483 Regulation 91 Customer 653 of Education Station

Business Minimum 8 111 Customer 472 91 Arrival 653 suspension wage

Hongik Univ. 9 103 Price 467 Demand 88 Prediction 643 Station

10 Destination 95 Concern 459 Strengthen 86 Destination 600

28 Ⅲ. Nighttime Mobility-Related Issues in Seoul Metropolitan Government Based on Texts

As a result of analyzing the issue of passenger refusal by taxis for each of the 25 autonomous districts of Seoul Metropolitan Government, the percentage of mentions of this issue was found to be high in Gangnam-gu, Jongno-gu, and Yongsan-gu, areas where the volume of citizen movement during the night is relatively large. In Gangnam-gu, which includes the main streets around Gangnam Station, Sinnonhyeon Station, and Sinsa Station, the volume of citizen demand to go home is very high at night. In Jongno-gu, an area where office buildings are densely located, and Yongsan-gu, an area which includes Itaewon that is crowded with young people at night, the level of demand for nighttime taxi service is also very high. However, for all of the autonomous districts, the highest level of interest online in passenger refusals by taxis is analyzed to be the result of citizen difficulty in traveling to residential areas within Seoul Metropolitan Government due to taxi drivers avoiding short-distance trips.

❘Table Ⅲ-4❘ Number and Percentage of Mentions of Passenger Refusals by Taxis per Region

No. Keyword Percentage

1 Gangnam-gu 42.81%

2 Jongno-gu 14.16%

3 Yongsan-gu 13.25%

4 Seongbuk-gu 12.97%

5 Dongdaemun-gu 5.95%

* Analysis Targets: Twitter, blogs, online cafes

29 Analysis on the Status of Nighttime Transportation to Improve Citizen Mobility

2) Issues Relating to the Seoul Metropolitan Government’s Night Bus Service (Owl Buses)

As a result of analyzing 9,435 SNS posts (2,264 from Twitter, 6,841 from blogs, and 330 from online cafes) on passenger refusals by taxis over the course of one year (Nov. 2017 - Oct. 2018), ~ 2018.10.) it was found that the issue of night bus service had been a consistent object of interest online. There were many posts about the night bus (Owl Bus) routes, operating intervals, and how to use the service, with a lot of them being from 2013 when Seoul Metropolitan Government introduced the service. On December 5, 2017, in particular, a post on Twitter to announce the temporary operation of two-night bus routes passing through Hongik Univ. Station and Gangnam Station for one month in December was spread, and it received the largest number of daily mentions from throughout the analysis period. On March 12, 2018, the second largest daily number of mentions was recorded due to a petition for Cheong Wa Dae (The Blue House) when a policy, which would reduce intra-city bus routes in some areas of Seoul Metropolitan Government and shorten the operational hours of other buses, became an issue.

❘Fig. Ⅲ-7❘ Level of Interest Online in Seoul Metropolitan Government’s Night Bus Service (Owl Buses) [Unit: No. of cases]

* Analysis Targets: Twitter, blogs, online cafes

30 Ⅲ. Nighttime Mobility-Related Issues in Seoul Metropolitan Government Based on Texts

Among the keywords online relating to Seoul Metropolitan Government’s night bus service, those that are about the night bus service being an important means of transportation at night, such as “route” and “price,” were ranked highly. In addition, keywords that are related to leisure activities, such as “friend,” “weekend,” and “trip,” were also prominently displayed. By the media, the higher-ranking keywords on Twitter included those about information on travel at night, such as “early morning train,” “last train (bus),” “time,” and “route,” and also about urban centers, such as “Gangnam Station” and “Seoul Station.” This result indicates that the citizens who wish to travel from urban centers to their homes at night have a high level of interest in information regarding the Seoul Metropolitan Government’s night bus service (Owl Buses). On the other hand, on blogs, the keywords that had the most relevance to leisure activities, such as “trip,” “friend,” “route,” and “weekend,” were highly ranked. In addition, citizens expressed highly positive responses about their ability to enjoy leisure activities thanks to the night bus service. On online cafes, a large number of keywords, such as “decision,” “government,” “relationship,” and “solution,” were found expressing rather serious opinions between cafe members with respect to the night bus service.

31 Analysis on the Status of Nighttime Transportation to Improve Citizen Mobility

❘Table Ⅲ-5❘ Keywords of the Seoul Metropolitan Government’s Night Bus Service (Owl Buses) by Online Media

Twitter Blog Online Cafe Total No. No. of Times No. of Times No. of Times No. of Times Keyword Keyword Keyword Keyword Mentioned Mentioned Mentioned Mentioned 1 Terminal 1,027 Operation 1,702 Operation 85 Operation 2,172 Early morning 2 1,024 Taxi 1,680 Decision 79 Terminal 2,107 train 3 Route 549 Feeling 1,554 Price 73 Route 1,977 4 Operation 421 Operation 1,535 Prediction 67 Taxi 1,794 Time of Last 5 216 Trip 1,529 Government 67 Operation 1,626 Train 6 Blue bus195 Price 1,442 Consider 65 Feeling 1,610 7 Policy 191 Friend 1,422 Relationship 63 Trip 1,566 8 Public petition 149 Route 1,383 Solution 62 Price 1,517 Gangnam 9 135 Weekend 1,379 Business 60 Friend 1,450 Station 10 Seoul Station 123 Online Cafe 1,307 Occurrence 59 Weekend 1,418

To examine citizen perceptions of issues related to Seoul Metropolitan Government’s night bus service (Owl Buses), the emotional keywords displayed on the posts in SNS were analyzed. The results indicated that the citizens generally held positive views of the service (Positive: 80.1%, Negative: 19.9%). The positive keywords, such as “like it,” “best,” “cheap,” “convenient,” and “fast,” demonstrate citizens’ high degree of satisfaction with the night bus service. While the right of citizens to mobility is considerably hindered at night after public transportation services, such as subways and intra-city buses, have ceased operations, the Seoul Metropolitan Government’s night bus service is analyzed to have played a positive role in improving access to mobility. As for the negative keywords, such as “disappointing,” “inconvenient,” and “insufficient,” were used by those requesting night bus service operation interval adjustments or extensions and improvements to the current routes in order to cover a larger number of residential districts, were more prominent than keywords that directly or indirectly expresses a negative opinion about the

32 Ⅲ. Nighttime Mobility-Related Issues in Seoul Metropolitan Government Based on Texts

service. In addition, the keywords of “expensive” and “burdensome” expressed the burden faced by citizens for the expensive, extra late night charges of taxis, which is the primary means of transportation at night. As such, there were also opinions demanding improvement of the Seoul Metropolitan Government’s nighttime transportation policy.

❘Table Ⅲ-6❘ Emotional Keywords for the Seoul Metropolitan Government’s Night Bus Service (Owl Buses)

Positive Negative No. No. of Times No. of Times Keyword Keyword Mentioned Mentioned 1 Like it 4,119 Tiresome 1,397 2 Enjoyable 1,989 Not available 1,332 3 Best 1,371 Disappointing 1,114 4 Cheap 1,231 Expensive 1,021 5 Okay 1,214 Inconvenient 883 6 Convenient 1,177 Dead 824 7 Famous1,148 Insufficient 747 8 Fast 1,143 Don’t like it 682 9 Recommend 1,120 Tired 609 10 Happy 1,059 Burdensome 599

* Analysis Targets: Twitter, blogs, online cafes

The keywords for the Seoul Metropolitan Government’s night bus service (Owl Buses) were divided according to three attributes, “group,” “situation,” and “location,” and an in-depth analysis was conducted on who needed the night bus service and when, where, and why they selected it as a means for nighttime transportation. First, for the “group” category, the prominent keywords were “students,” “office workers,” and “young people,” which are the people who often perform activities outside at night. These keywords indicate that students and office workers who study and work until late, male adults who have company dinners after work, and young people enjoying nightlife are the main consumers of Seoul Metropolitan Government’s night bus service and they have a high level of interest in the night bus service.

33 Analysis on the Status of Nighttime Transportation to Improve Citizen Mobility

As for the keywords of the “situation” category, “trip,” “going home from work,” and “study” are high on the list. It was found that the citizens mainly used the night bus service when entering the city after a trip via a train or express bus and going home after overtime work or enjoying a get-together or late-night dinner. In the “location” category, the names of stations along the night bus route, such as “Hongik Univ. Station,” “Seoul Station,” and “Gangnam Station,” were ranked high on the list. These are busy districts and the keywords indicate that citizens who wish to use the night bus service first navigate to a station through which the night service operates and then board the bus.

❘Table Ⅲ-7❘ Keywords for the Seoul Metropolitan Government’s Night Bus Service (Owl Buses) by Attribute

No. Keyword Details Students

Male Adults “Like a welcome rain for office workers, the #Squirrel and #Owl_Buses” Group Office Workers “Because I’m a poor college student... Young People I take a nap on the night bus…” College Students Trip Going Home from Work “After work, I watched a performance and caught a night bus…” Situation Studying “The #Owl Bus is great for end of the year get-togethers in #Gangnam and #Hongik Univ. area where it is hard Going to Work to catch a cab!” Getting Together Hongik Univ. Station Seoul Station “After finishing work, I walked to Hongik Univ. Station Location Gangnam Station and caught a night bus to go home” “All will be well if I can catch night bus at Gangnam Station” Gwanghwamun Gate Sincheon Station

* Analysis Targets: Twitter, blogs, online cafes

34 Ⅲ. Nighttime Mobility-Related Issues in Seoul Metropolitan Government Based on Texts

3) Conclusion

In summary of the results of the analysis on these matters, the nighttime mobility of the citizens of Seoul Metropolitan Government is considerably limited in downtown areas and it is necessary to expand nighttime transportation means that enable citizens to travel quickly to their homes whenever they need to. As for the issue of passenger refusals by taxis, the level of interest increases rapidly at around midnight when public transportation services, such as buses and subways, cease operations, especially at the end of the year or on Fridays near the busy areas of Gangnam, Jongno, and Itaewon which are crowded with students and office workers. After the public transportation services cease running, taxis are the primary means of transportation for citizens. Therefore, many citizens complain about inconvenience caused by taxi drivers refusing to take passengers. While requesting powerful administrative measures, such as the One Strike (Out) system, citizens have urged the government to come up with a solution for the fundamental cause of the problem of passenger refusal by taxis, taxi drivers avoiding short-distance operations. As for the Seoul Metropolitan Government’s night bus service (Owl Bus) which was started in 2013, many citizens have a positive perception of it because it is a cheap and fast mode of transportation. While citizen night mobility has been considerably limited, this service has earned a high degree of satisfaction from citizens because it has improved their mobility with the routes designed to penetrate through urban centers and residential areas. Citizens also request the expansion of the night bus routes to include more areas, adjustment of the operating interval, and expansion of the number of buses operated during hours with high demand for the service. Based on these results, an in-depth analysis was conducted, using objective data on taxi calling, boarding, and traveling from Kakao T, on the issue of passenger refusal by taxis, that is, the taxi supply and demand imbalance, which citizens recognize as a key issue concerning their nighttime mobility.

35

Big Data Analysis of the Imbalance in Ⅳ. Nighttime Transportation

1. Overview of Analysis

In this chapter, data on taxi calling and operation was gathered from Kakao T and analyzed in order to quantitatively identify the issues of nighttime transportation in Seoul Metropolitan Government. The taxi demand exceeded supply for three hours, which are during the morning and evening rush hours and at night. The night is particularly important because alternative transportation modes, such as subways or buses, are not available. Nighttime can be defined in various ways. For this analysis, it was defined from midnight, when public transportation service cease, to 03:00 in the morning.

❘Fig. Ⅳ-1❘ Status of Taxi Service Supply and Demand Imbalance in the Capital Area

Source: Kakao Mobility (2018)

37 Analysis on the Status of Nighttime Transportation to Improve Citizen Mobility

Excess taxi demand was the metric used to measure the level of the taxi service supply and demand imbalance. “Excess demand“ refers to cases where a passenger calls a taxi using the Kakao T app, but a taxi is not allocated because of insufficient supply. One passenger continuously calling taxis was regarded as a single case of taxi calling. As for the target regions, the 424 administrative dongs in Seoul Metropolitan Government6 were set as the unit of analysis based on the locations from which taxis were called. Using a customary sectioning technique or setting legal dongs as the unit for analysis was also considered. However, in this study, administrative dongs were selected because they are actual administrative units and display relatively uniform characteristics in terms of population and area. The data used in this chapter are the data on taxi calls and operations gathered from Kakao T. Data for one year from November 1, 2017 to October 31, 2018 were used. Excess demand is generated more frequently on weekdays rather than weekends and holidays. Therefore, the range of analysis was also primarily limited to weekdays by excluding Saturdays, Sundays, and legal holidays7. However, for specific areas where excess demand is generated more frequently at night on weekends, such as Itaewon, an additional analysis was conducted. First, the amount of excess taxi demand generated at nighttime in each administrative dong was examined. Then, the areas where excess demand had been generated at a level higher than the standard were selected and the adjacent dongs were grouped together to establish refined analysis units. For the areas subject to the refined analysis, an additional analysis was conducted on the time distribution of excess demand and the destinations for the excess demand.

6 As of December 1, 2018 7 This is an analysis on the status of nighttime traffic from 00:00 to 03:00. So, in reality, it targets traffic in early mornings from Tuesday to Saturday.

38 Ⅳ. Big Data Analysis of the Imbalance in Nighttime Transportation

Taxi operations through Kakao T are estimated to account for approximately 12 - 13% of overall taxi operations in the market. This analysis was based on data from Kakao T only. Therefore, it needs to be noted that the results may differ from the characteristics of excess taxi demand throughout Seoul Metropolitan Government.

❘Fig. Ⅳ-2❘ Process for Analyzing Nighttime Transportation Imbalances

39 Analysis on the Status of Nighttime Transportation to Improve Citizen Mobility

2. The Status of Nighttime Transportation Imbalance in Seoul Metropolitan Government

First, the status of nighttime transportation imbalance was analyzed for each administrative dong of Seoul Metropolitan Government using taxi calling and operation data from Kakao T. The amount of excess demand generated in each administrative dong was calculated based on the location of taxi calling between 00:00 and 03:00. Then, based on the volume, excess demand was divided into six levels, with the lowest excess demand at level 1 and the highest at level 6. Level 6 was again divided into level 6-1, which is a relatively lower amount of excess demand, and level 6-2, which is a relatively higher amount8. As shown in the table below, the areas in Seoul Metropolitan Government with highest levels of excess demand generation at night are the main areas of Gangnam as well as the city center areas around Hongik University, Itaewon, and Yeouido. These areas are marked on the map in Fig. 4-3 below.

❘Table Ⅳ-1❘ Areas with High Excess Demand for Night Taxi Service

Level of Excess Administrative dong with high excess demand Demand

Level 6-2 Yeoksam 1-dong (Gangnam-gu), Jongno 1, 2, 3, 4 ga-dong (Jongno-gu)

Seogyo-dong (Mapo-gu), Nonhyeon 1-dong (Gangnam-gu), Myeong-dong Level 6-1 (Jung-gu), Seocho 4-dong (Seocho-gu), Itaewon 1-dong (Yongsan-gu)

Nonhyeon 2-dong (Gangnam-gu), Hannam-dong (Yongsan-gu), Yeouido-dong (Yeongdeungpo-gu), Apgujeong-dong (Gangnam-gu), Level 5 Cheongdam-dong (Gangnam-gu), Sinsa-dong (Gangnam-gu), Sinchon-dong (Seodaemun-gu), Sogong-dong (Jung-gu)

8 The absolute volume of excess demand is not disclosed in reports for external use on the basis of consultation between Kakao Mobility and the Seoul Digital Foundation.

40 Ⅳ. Big Data Analysis of the Imbalance in Nighttime Transportation

❘Fig. Ⅳ-3❘ Status of Excess Demand for Night Taxi Service in Seoul Metropolitan Government

41 Analysis on the Status of Nighttime Transportation to Improve Citizen Mobility

In Gangnam-gu, excess taxi demand at night was found to be high along Gangnam-daero, from Gangnam Station to the east of Sinsa Station, and also in Yeoksam 1-dong, Nonhyeon 1-dong, and Nonhyeon 2-dong. The excess demand is also high in Sinsa-dong, Apgujeong-dong, and Cheongdam-dong, which are located along the Han River. In Seocho-gu, demand was high in Seocho 4-dong, to the west of Gangnam-daero. Excess demand was also generated in Seocho 2-dong, Seocho 3-dong, and Banpo 1-dong. Meanwhile, in Songpa-gu and Gangdong-gu, excess demand was relatively smaller.

❘Fig. Ⅳ-4❘ Excess Demand for Night Taxi Service by Autonomous District - Gangnam-gu, Seocho-gu, Songpa-gu, Gangdong-gu

42 Ⅳ. Big Data Analysis of the Imbalance in Nighttime Transportation

In Jongno-gu and Jung-gu, which are in the center of Seoul Metropolitan Government, the excess taxi demand at night was found to be high in Jongno 1, 2, 3, 4 ga-dong, Myeong-dong and Sogong-dong, where large-scale business and entertainment facilities are densely located. In Yongsan-gu, the amount of excess demand was the highest in Itaewon 1-dong, which is filled with clubs and bars that are open throughout the night. Excess demand was also generated in Hannam-dong. In Seodaemun-gu, the generation of excess demand was observed in some parts of Sinchon-dong, where Yonsei University and Ewha Womans’ University are located. In Eunpyeong-gu, which is at the northwestern end of Seoul Metropolitan Government, no particular excess demand was observed.

❘Fig. Ⅳ-5❘ Excess Demand for Night Taxi Service by Autonomous District - Jongno-gu/Jung-gu, Yongsan-gu, Seodaemun-gu, Eunpyeong-gu

43 Analysis on the Status of Nighttime Transportation to Improve Citizen Mobility

In Mapo-gu, excess taxi demand at night was especially high in Seogyo-dong where Hongik University is located. Excess demand was also observed in some parts of the nearby Hapjeong-dong, Seogang-dong, and Yonggang-dong. In Yeongdeungpo-gu, excess demand was high in Yeouido-dong where Korea’s leading financial institutes and the National Assembly building are located. Excess demand was also found in some parts of Yeongdeungpo-dong where commercial facilities are densely located. On the other hand, excess demand was not observed in Yangcheon-gu or Gangseo-gu, the areas located at the western end of Seoul Metropolitan Government.

❘Fig. Ⅳ-6❘ Excess Demand for Night Taxi Service by Autonomous District - Mapo-gu, Yeongdeungpo-gu, Yangcheon-gu, Gangseo-gu

44 Ⅳ. Big Data Analysis of the Imbalance in Nighttime Transportation

In Dongdaemun-gu, Jungnang-gu, and Seongdong-gu, which are located in the eastern part of Seoul Metropolitan Government, no particular excess demand for night taxi service was found. In Gwangjin-gu, excess demand was generated in some parts of Hwayang-dong where entertainment establishments are clustered around Konkuk University. In other areas, however, excess demand was not observed.

❘Fig. Ⅳ-7❘ Excess Demand for Night Taxi Service by Autonomous District - Dongdaemun-gu, Jungnang-gu, Seongdong-gu, Gwangjin-gu

45 Analysis on the Status of Nighttime Transportation to Improve Citizen Mobility

In Guro-gu, excess demand was observed only in some parts of Guro 3-dong where Guro Digital Complex is located and Guro 5-dong, which is located to the south of Sindorim Station. In Geumcheon-gu, excess demand was also observed only in some parts of Gasan-dong where Gasan Digital Complex is located. However, as a whole, excess demand was not high. No particular excess demand for night taxi service was found in Gwanak-gu or Dongjak-gu either.

❘Fig. Ⅳ-8❘ Excess Demand for Night Taxi Service by Autonomous District - Guro-gu, Geumcheon-gu, Gwanak-gu, Dongjak-gu

46 Ⅳ. Big Data Analysis of the Imbalance in Nighttime Transportation

In Seongbuk-gu, Gangbuk-gu, Nowon-gu, and Dobong-gu, which are located in the northeastern part of Seoul Metropolitan Government, no particular excess demand for night taxi service was observed.

❘Fig. Ⅳ-9❘ Excess Demand for Night Taxi Service by Autonomous District - Seongbuk-gu, Gangbuk-gu, Nowon-gu, Dobong-gu

47 Analysis on the Status of Nighttime Transportation to Improve Citizen Mobility

3. In-depth Analysis on Areas with a Severe Imbalance

In this section, an in-depth analysis was conducted on the areas in Seoul Metropolitan Government where nighttime transportation imbalances were particularly severe. The areas with excess demand level 6 for Kakao T service at night on weekdays were seven administrative dongs: Yeoksam 1-dong (Gangnam-gu), Jongno 1, 2, 3, 4 ga-dong (Jongno-gu), Seogyo-dong (Mapo-gu), Nonhyeon 1-dong (Gangnam-gu), Myeong-dong (Jiung-gu), Seocho 4-dong (Seocho-gu), and Itaewon 1-dong (Yongsan-gu). For in-depth analysis, these areas were grouped together to establish four areas of Gangnam Station, Jongno, Hongik Univ., and Itaewon.

❘Table Ⅳ-2❘ Areas with Severe Taxi Service Supply and Demand Imbalance

Area Administrative Dongs with High Excess Demand Gangnam Station Yeoksam 1-dong (Gangnam-gu), Nonhyeon 1-dong (Gangnam-gu), (3 dongs) Seocho 4-dong (Seocho-gu) Jongno (2 dongs) Jongno 1, 2, 3, 4 ga-dong (Jongno-gu), Myeong-dong (Jung-gu) Hongik Univ. (1 dong) Seogyo-dong (Mapo-gu) Itaewon (1 dong) Itaewon 1-dong (Yongsan-gu)

First, fluctuations in the excess demand observed in the four areas were analyzed in detail in increments of ten minutes from 00:00 to 03:00. This is because the pattern of fluctuations in excess demand can vary with the flow of time depending on the characteristics of the demand in each area. Unlike in the Gangnam Station, Jongno, and Hongik Univ. areas, excess demand in Itaewon continues even after 03:00. Therefore, for this area, the period of analysis was expanded until 06:00. Furthermore, Itaewon is an area where excess demand is higher on weekends. Therefore, an additional analysis was conducted for Itaewon on the weekends9.

9 The absolute volume of excess demand is not disclosed in reports for external use on the basis of consultation between Kakao Mobility and the Seoul Digital Foundation.

48 Ⅳ. Big Data Analysis of the Imbalance in Nighttime Transportation

Second, the destinations for excess demand were analyzed. For this analysis, the target hours for all four areas were the same, from 00:00 to 03:00. Destinations were analyzed via the unit of administrative dongs. The destinations were not limited to areas within Seoul Metropolitan Government, thus areas of Gyeonggi-do and elsewhere were also examined. The destinations were also analyzed in terms of six levels, with level 1 representing the smallest amount of excess demand and level 6 the highest. The time used in this study is when the taxis were called via the Kakao T application.

1) In-depth Analysis of the Gangnam Station Area

Gangnam Station is the area with the highest excess taxi demand in Seoul Metropolitan Government. The absolute amount of excess demand is by far the highest among the four areas analyzed in this in-depth study. The area around Gangnam Station is where office buildings for small and medium businesses as well as large enterprises, including Samsung Group, are located. In addition, the streets branching off from Gangnam-daero and Tehran-ro are lined with numerous restaurants and bars. The underground shopping mall at Gangnam Station is filled with shopping facilities. There are also movie theaters and a number of clubs. At night, this area is crowded with office workers returning home from work or getting late dinners and also a population coming in from outside to enjoy the nightlife. As a result of analyzing excess taxi demand in this area every ten minutes from 00:00 to 03:00, the highest excess demand was found near midnight and this amount tended to decrease over time.

❘Fig. Ⅳ-10❘ Distribution of Excess Demand for Night Taxi Service in the Gangnam Station Area by Hour

49 Analysis on the Status of Nighttime Transportation to Improve Citizen Mobility

The destinations for excess taxi demand at night departing from Gangnam Station were comprehensively analyzed between 00:00 and 03:0010. In the Gangnam Station area, the overall amount of excess demand is extremely high. Correspondingly, the destinations spread out all over Seoul Metropolitan Government. The largest portion of excess demand went to Gangnam-gu and Seocho-gu, which are located near Gangnam Station. This means that there is a high demand for a short-distance travel from Gangnam Station to nearby areas that was not met. Other than areas in the Gangnam area, excess demand going to Itaewon and Gwanak-gu was also particularly high. Excess demand going to Songpa-gu, Gwangjin-gu, and Seongdong-gu, which are relatively close to Gangnam Station, was also observed. As for destinations in Gyeonggi-do, excess demand going to Wirye New Town, which overlaps Seongnam-si and Hanam-si; some parts of Sujeong-gu, Jungwon-gu, and Bundang-gu of Seongnam-si; and other cities along the southern part of Gyeonggi-do, such as Anyang-si, was observed.

❘Table Ⅳ-3❘ Destinations of Excess Demand for Night Taxi Service from the Gangnam Station Area

Level of Excess Destination of Excess Demand (Administrative dong) Demand

Nonhyeon 1-dong (Gangnam-gu), Yeoksam 1-dong (Gangnam-gu), Cheongdam-dong (Gangnam-gu), Itaewon 1-dong (Yongsan-gu), Jamwon-dong Level 6-2 (Seocho-gu), Seowon-dong (Gwanak-gu), Haengun-dong (Gwanak-gu), Nonhyeon 2-dong (Gangnam-gu), Apgujeong-dong (Gangnam-gu)

Samseong 2-dong (Gangnam-gu), Sillim-dong (Gwanak-gu), Inheon-dong (Gwanak-gu), Yeoksam 2-dong (Gangnam-gu), Jayang 4-dong (Gwangjin-gu), Cheongrnong-dong (Gwanak-gu), Namhyeon-dong (Gwanak-gu), Munjeong Level 6-1 2-dong (Songpa-gu), Seocho 3-dong (Seocho-gu), Sangdo 1-dong (Dongjak-gu), Yangjae 1-dong (Seocho-gu), Jamsil 2-dong (Songpa-gu), Hannam-dong (Yongsan-gu), Jamsilbon-dong (Songpa-gu), Yangjae 2-dong (Seocho-gu)

10 It must be noted that this analysis was based on the absolute amounts of excess demand regardless of the success rate of taxi allocation through taxi calling. In addition, for the destinations subject to excess demand, only comprehensive results between 00:00 and 03:00 were presented. This applies to the analysis of all the areas of severe imbalance.

50 Ⅳ. Big Data Analysis of the Imbalance in Nighttime Transportation

Level of Excess Destination of Excess Demand (Administrative dong) Demand

Daechi 4-dong (Gangnam-gu), Hwayang-dong (Gwangjin-gu), Jamsil 3-dong (Songpa-gu), Segok-dong (Gangnam-gu), Daebang-dong (Dongjak-gu), Level 5 Samjeon-dong (Songpa-gu), Banpo 4-dong (Seocho-gu), Seokchon-dong (Songpa-gu), Seocho 4-dong (Seocho-gu)

Sadang 1-dong (Dongjak-gu), Bangi 2-dong (Songpa-gu), Sinsa-dong (Gangnam-gu), Samseong 1-dong (Gangnam-gu), Heukseok-dong (Dongjak-gu), Daechi 2-dong (Gangnam-gu), Sadang 2-dong (Dongjak-gu), Haengdang 1-dong Level 4 (Seongdong-gu), Jayang 2-dong (Gwangjin-gu), Guro 3-dong (Guro-gu), Noryangjin 1-dong (Dongjak-gu), Jangam 1-dong (Dongdaemun-gu), Gui 3-dong (Gwangjin-gu), Daehak-dong (Gwanak-gu), Sinsa-dong (Gwanak-gu), Oksu-dong (Seongdong-gu)

❘Fig. Ⅳ-11❘ Destinations of Excess Demand for Night Taxi Service from the Gangnam Station Area

51 Analysis on the Status of Nighttime Transportation to Improve Citizen Mobility

2) In-depth Analysis of the Jongno Area

Jongno is the area with the second highest excess taxi demand in Seoul Metropolitan Government. Along with the office buildings of small, medium, and large businesses as well as public organizations clustered together, this area is filled with commercial facilities including restaurants and bars. Myeong-dong, including Euljiro, is a well-known shopping district in Korea. Like with the area of Gangnam Station, this area also becomes crowded at night with office workers returning home from work or getting late dinners and a population from outside coming in to enjoy the nightlife. As a result of analyzing excess taxi demand in this area every ten minutes from 00:00 to 03:00, the highest excess demand was found near midnight and this amount tended to decrease over time. A characteristic of this area that differentiates it from the Gangnam Station area is that peak demand was maintained until approximately 01:20.

❘Fig. Ⅳ-12❘ Distribution of Excess Demand for Night Taxi Service in the Jongno Area by Hour

Then, the destinations for excess nighttime taxi demand departing from Jongno were comprehensively analyzed between 00:00 and 03:00. The largest portion of excess demand went to Itaewon and Hongik University, which are other areas of severe imbalance. The amount of excess demand going to some administrative dongs in Eunpyeong-gu, Gangbuk-gu, and Gangseo-gu was also relatively large. This is because, in these areas, although not particularly close

52 Ⅳ. Big Data Analysis of the Imbalance in Nighttime Transportation

to Jongno, the possibility of the taxi drivers being able to pick up other passengers on their way back is low. While excess demand was observed going to destinations in Yeongdeungpo-gu and Gwanak-gu, which are located in the southwestern part of Seoul Metropolitan Government, it was hardly observed going to destinations in the Gangnam and Gangdong regions, excluding the Gangnam Station area, which are a similar distance away. As for destinations in Gyeonggi-do, excess demand was observed for taxi service to some parts of Goyang-si.

❘Fig. Ⅳ-4❘ Destinations of Excess Demand for Night Taxi Service in the Jongno Area

Level of Excess Destination of Excess Demand (Administrative dong) Demand

Level 6-2 Itaewon 1-dong (Yongsan-gu), Seogyo-dong (Mapo-gu)

Level 6-1 Galhyeon 1-dong (Eunpyeong-gu)

Jingwan-dong (Eunpyeong-gu), Beon 1-dong (Gangbuk-gu), Sinchon-dong Level 5 (Seodaemun-gu)

Hwagok 1-dong (Gangseo-gu), Dongseon-dong (Seongbuk-gu), Hannam-dong (Yongsan-gu), Daejo-dong (Eunpyeong-gu), Yeongdeungpo-dong Level 4 (Yeongdeungpo-gu), Daebang-dong (Dongjak-gu), Yongsin-dong (Dongdaemun-gu), Seowon-dong (Gwanak-gu), Dangsan 2-dong (Yeongdeungpo-gu)

53 Analysis on the Status of Nighttime Transportation to Improve Citizen Mobility

❘Fig. Ⅳ-13❘ Destinations of Excess Demand for Night Taxi Service from the Jongno Area

54 Ⅳ. Big Data Analysis of the Imbalance in Nighttime Transportation

3) In-depth Analysis of the Hongik Univ. Area

Although lighter than the demand in the Gangnam Station and Jongno areas, the excess demand at Hongik University area is the third largest among the areas or administrative dongs of Seoul Metropolitan Government. As the center of clubbing culture in Korea, this area is filled with restaurants and bars. It is also visited by a large number of foreigners living in Korea. The number of business facilities, however, is relatively small. As a result of analyzing excess taxi demand in this area every ten minutes from 00:00 to 03:00, the highest demand was observed between 01:20 and 01:30 rather than around midnight and the amount tended to decrease over time.

❘Fig. Ⅳ-14❘ Distribution of Excess Demand for Night Taxi Service in the Hongik Univ. Area by Hour

Then, the destinations for excess taxi demand at night departing from the Hongik Univ. area were comprehensively analyzed between 00:00 and 03:00. Excess demand was mainly observed going to Seodaemun-gu, Mapo-gu, Yeongdeungpo-gu, Eunpyeong-gu, and Gangseo-gu, which are located close to Hongik University. While the amount of excess demand to destinations in the southward, northward, and westward directions from Hongik University was high, demand going in the eastward direction was relatively low. As for the destinations in Gyeonggi-do, excess demand for taxi services to destinations in some parts of Goyang-si, which is to the north of the Hongik Univ. area, was observed. Compared to the Gangnam Station and Jongno areas, the amount of excess demand for long-distance taxi service was considerably smaller. The

55 Analysis on the Status of Nighttime Transportation to Improve Citizen Mobility

number of calls to other areas of excess demand in the Seoul Metropolitan Government, such as Gangnam Station, Jongno, and Itaewon, was also lower.

❘Fig. Ⅳ-5❘ Destinations of Excess Demand for Night Taxi Service from the Hongik Univ. Area

Level of Excess Destination of Excess Demand (Administrative dong) Demand Level 6-1 Sinchon-dong (Seodaemun-gu) Hwagok 1-dong (Gangseo-gu), Sangam-dong (Mapo-gu), Seongsan 2-dong Level 5 (Mapo-gu) Seogyo-dong (Mapo-gu), Dangsan 2-dong (Yeongdeungpo-gu), Namgajwa Level 4 2-dong (Seodaemun-gu) Yeongdeungpo-dong (Yeongdeunngpo-gu), Sinsa 1-dong (Eunpyeong-gu), Daeheung-dong (Mapo-gu), Yeokchon-dong (Eunpyeong-gu), Galhyeon 1-dong Level 4 (Eunpyeong-gu), Yeonhui-dong (Seodaemun-gu), Yeomchang-dong (Gangseo-gu), Gayang 1-dong (Gangseo-gu)

❘Fig. Ⅳ-15❘ Destinations of Excess Demand for Night Taxi Service from the Hongik Univ. Area

56 Ⅳ. Big Data Analysis of the Imbalance in Nighttime Transportation

4) In-depth Analysis on the Itaewon Area

Itaewon is also an area filled with clubs, restaurants, and bars. Although the scale of the commercial district is relatively small, a floating population continues to exist in this area until morning. Additionally, Itaewon is frequently visited by foreigners living in Korea. Like the Hongik Univ. area, Itaewon does not have many business facilities. This area is characterized with commercial facilities operating until early in the morning. Therefore, unlike the three areas discussed above, excess demand in this area was analyzed in the unit of 10 minutes for six hours, from 00:00 to 06:00. Excess demand peaked between 02:00 and 02:20, which is extremely late. Excess taxi demand was observed to continue, even until 04:00.

❘Fig. Ⅳ-16❘ Distribution of Excess Demand for Night Taxi Service in the Itaewon Area by Hour

Then, the destinations for excess taxi demand at night departing from the Itaewon area were comprehensively analyzed between 00:00 and 03:00. The amount of excess demand from Itaewon to the Hongik Univ. and Gangnam Station areas, other areas with a severe imbalance, was large. The amount of demand in all four directions from Itaewon was uniform and long-distance travel to Gyeonggi-do was uncommon.

57 Analysis on the Status of Nighttime Transportation to Improve Citizen Mobility

❘Fig. Ⅳ-6❘ Destinations of Excess Demand for Night Taxi Service from the Itaewon Area

Level of Excess Destination of Excess Demand (Administrative dong) Demand

Level 6-1 Seogyo-dong (Mapo-gu), Yeoksam 1-dong (Gangnam-gu) Level 5 Nonhyeon 1-dong (Gangnam-gu) Level 4 N.A.

❘Fig. Ⅳ-17❘ Destinations of Excess Demand for Night Taxi Service from the Itaewon Area

This area has the characteristic of having much higher demand for taxi service on weekends rather than weekdays. Therefore, unlike the three other areas analyzed above, excess demand at night on weekends was also examined. For this analysis, the weekend was defined as the early morning after Friday and Saturday nights,

58 Ⅳ. Big Data Analysis of the Imbalance in Nighttime Transportation

that is, the morning of Saturday and Sunday11. The amount of excess demand for taxi service in Itaewon at night on weekends was not high around midnight and then it peaked between 02:00 and 02:30. Excess demand also displayed a pattern of continuing on until 05:00.

❘Fig. Ⅳ-18❘ Distribution of Excess Demand for Night Taxi Service in the Itaewon Area on Weekends

Then, the destinations for excess taxi demand at night departing from the Itaewon area were comprehensively analyzed between 00:00 and 03:00. The amount of excess demand in Itaewon on the weekend was even larger than that in the Gangnam Station area on weekdays. On the weekend, a large number of calls were made for taxi service to the Hongik Univ., Gangnam Station, and Jongno areas, other areas of severe imbalance. In addition, the amount of excess demand going to Yongsan-gu, which is close to Itaewon, as well as in the direction of Hongik Univ./Sinchon, Gangnam-gu, Gwanak-gu, and Jongno-gu was large.

11 It must be noted that the analysis of excess demand in early morning of Saturday overlaps that of the weekday analysis.

59 Analysis on the Status of Nighttime Transportation to Improve Citizen Mobility

❘Fig. Ⅳ-7❘ Destinations of Excess Demand for Night Taxi Service from the Itaewon Area on Weekends

Level of Excess Destination of Excess Demand (Administrative dong) Demand

Seogyo-dong (Mapo-gu), Yeoksam 1-dong (Gangnam-gu), Nonhyeon 1-dong (Gangnam-gu), Hangangno-dong (Yongsan-gu), Sinchon-dong (Seodaemun-gu), Seocho 4-dong (Seocho-gu), Jongno 1, 2, 3, 4 ga-dong (Jongno-gu) Level 6-2 Haeungun-dong (Gwanak-gu), Namyeong-dong (Yongsan-gu), Seowon-dong (Gwanak-gu), Seogang-dong (Mapo-gu), Yeouido-dong (Yeongdeungpo-gu), Gongdeok-dong (Mapo-gu), Sillim-dong (Gwanak-gu), Hannam-dong (Yongsan-gu), Cheongdam-dong (Gangnam-gu), Jayang 4-dong (Gwangjin-gu)

Ahyeon-dong (Mapo-gu), Namhyeon-dong (Gwanak-gu), Dangsan 2-dong (Yeongdeungpo-gu), Jamwon-dong (Seocho-gu), Nonhyeon 2-dong (Gangnam-gu), Dongseon-dong (Seongbuk-gu), Inheon-dong (Gwanak-gu), Yeongdeungpo-dong (Yeongdeungpo-gu), Daebang-dong (Dongjjak-gu), Level 6-1 Anam-dong (Seongbuk-gu), Sangdo 1-dong (Dongjak-gu), Cheongnyong-dong (Gwanak-gu), Yeonhui-dong (Seodaemun-gu), Apgujeong-dong (Gangnam-gu), Seocho 3-dong (Seocho-gu), Guro 5-dong (Guro-gu), Wonhyoro 1-dong (Yongsan-gu), Yongsin-dong (Dongdaemun-gu)

Guro 3-dong (Guro-gu), Hwayang-dong (Gwangjin-gu), Sinsa-dong (Gangnam-gu), Yeoksam 2-dong (Gangnam-gu), Seocho 2-dong (Seocho-gu), Yonggang-dong (Mapo-gu), Yaksu-dong (Jung-gu), Galhyeon 1-dong (Eunpyeong-gu), Banpo 4-dong (Seocho-gu), Daeheung-dong (Mapo-gu), Level 5 Hwagok 1-dong (Gangseo-gu), Seongsan 2-dong (Mapo-gu), Noryangjin 1-dong (Dongjak-gu), Haengdang 1-dong (Seongdong-gu), Sogong-dong (Jung-gu), Seongbuk-dong (Seongbuk-gu), Cheongpa-dong (Yongsan-gu), Wangsimni Doseon-dong (Seongdong-gu)

Imun 1-dong (Dongdaemun-gu), Sadang 2-dong (Dongjak-gu), Beon 1-dong (Gangbuk-gu), Jingwan-dong (Eunpyeong-gu), Sadang 1-dong (Dongjak-gu), Jangam 1-dong (Dongdaemun-gu), Hoehyeon-dong (Jung-gu), Heukseok-dong (Dongjak-gu), Hwanghak-dong (Jung-gu), Oksu-dong (Seongdong-gu), Ichon 1-dong (Yongsan-gu), Chunghyeon-dong (Seodaemun-gu), Dangsan 1-dong (Yeongdeungpo-gu), Gwanghui-dong (Jung-gu), Gongneung 1-dong (Nowon-gu), Bangbae 4-dong (Seocho-gu), Yeonnam-dong (Mapo-gu), Level 4 Seokgwan-dong (Seongbuk-gu), Myeong-dong (Jung-gu), Yangjae 1-dong (Seocho-gu), Banpo 1-dong (Seocho-gu), Neung-dong (Gwangjin-gu), Daehak-dong (Gwanak-gu), Samseong 2-dong (Gangnam-gu), Sangdo 2-dong (Dongjak-gu), Ihwa-dong (Jongno-gu), Gayang 1-dong (Gangseo-gu), Daejo-dong (Eunpyeong-gu), Hapjeong-dong (Mapo-gu), Mok 1-dong (Yangcheon-gu), Huigyeong 1-dong (Dongdaemun-gu), Huam-dong (Yongsan-gu), Seongsu 2ga 3-dong (Seongdong-gu), Jongam-dong (Seongbuk-gu), Sinsa-dong (Gwanak-gu)

60 Ⅳ. Big Data Analysis of the Imbalance in Nighttime Transportation

❘Fig. Ⅳ-19❘ Destinations of Excess Demand for Night Taxi Service from the Itaewon Area on Weekends

61 Analysis on the Status of Nighttime Transportation to Improve Citizen Mobility

4. Comparison with Current Nighttime Transportation Service in Areas of Severe Imbalance

The results of the in-depth analysis on the Gangnam Station area, the areas with the largest excess demand for night taxi service, were compared against the current nighttime transportation service in order to examine the possibility of resolving the problem of excess demand. The destination to which the largest portion of excess demand was headed from Gangnam Station between 00:00 and 03:00 was Gangnam-gu. This means that citizens experience a high level of difficulty moving from Gangnam Station to other areas in Gangnam-gu at night. By administrative dong, the largest portions of excess demand leaving from the Gangnam Station area went to Yeoksam 1-dong and Nonhyeon 1-dong. As Yeoksam 1-dong, Nonhyeon 1-dong, and Seocho 4-dong are considered the administrative dongs covered in the Gangnam Station area in the previous analysis by area of imbalance, the excess demand generation for short-distance travel of 1 - 2 km or less from Gangnam Station at night is significant.

❘Fig. Ⅳ-20❘ Destination of Excess Demand within Gangnam-gu (Administrative dongs)

However, destinations for excess demand varied slightly by hour. For example, between 00:00 and 01:00, when the use of public transportation such as the subway is limited but still partially available, the amount of excess

62 Ⅳ. Big Data Analysis of the Imbalance in Nighttime Transportation

demand for travel from Gangnam Station to areas within Gangnam-gu was the highest and, with a large gap, it was followed by travel going to Songpa-gu and Seocho-gu. As for the amount of excess demand between 01:00 and 03:00, during which the use of public transportation is limited with an exception of the night bus service, it was again the largest within Gangnam-gu. However, the second highest demand was to Gwanak-gu. As such, unlike in the period between 00:00 and 01:00, the amount of excess demand for travel from the Gangnam Station area to Gwanak-gu was high after 01:00 when the use of public transportation means is limited other than the night bus service.

❘Fig. Ⅳ-21❘ Destinations of Excess Demand from the Gangnam Station Area

❘Fig. Ⅳ-22❘ Destinations of Excess Demand from the Gangnam Station Area by Hour (Autonomous Districts) (00:00 - 00:59)

63 Analysis on the Status of Nighttime Transportation to Improve Citizen Mobility

❘Fig. Ⅳ-23❘ Destinations of Excess Demand from the Gangnam Station Area by Hour (Autonomous Districts) (01:00 - 01:59)

❘Fig. Ⅳ-24❘ Destinations of Excess Demand from the Gangnam Station Area by Hour (Autonomous Districts) (02:00 - 02:59)

64 Ⅳ. Big Data Analysis of the Imbalance in Nighttime Transportation

In Gwanak-gu, which was the second most popular destination of excess demand following Gangnam-gu, the amount of excess demand being received by administrative dong indicates that the largest portion went to Haeungun-dong and the second largest to Seowon-dong. Haeungun-dong and Seowon-dong are residential areas located close to Seoul National Univ. Station and Sillim Station. From the Gangnam Station area, Haeungun-dong and Seowon-dong are located at a linear distance of approximately 7 - 8 km and 8 - 10 km respectively. As the amount of excess demand received differs from Sillim-dong, which is located to the north of Sillim Station, and Seowon-dong, which is located to the south of Sillim Station, it is assumed that there is another factor that generates excess demand other than the characteristic of “travel distance.” According to Seoul Metropolitan Government Business District Analysis Service on commercial districts, Sillim-dong approximately 828 stores and a floating population of 100,000 with a resident population of 210,000. Seowon-dong and Haengun-dong have only half and one third of Sillim-dong's population, respectively. In other words, for traveling at night from the Gangnam Station area, it is more difficult to travel a distance of approximately 10 km to a non-commercial, residential area than traveling a longer distance to a commercial area.

❘Fig. Ⅳ-25❘ Destinations of Excess Demand within Gwanak-gu (Administrative dongs)

65 Analysis on the Status of Nighttime Transportation to Improve Citizen Mobility

❘Table Ⅳ-8❘ Business Districts and Population Statistics by Dong Administrative No. of Floating Population Resident Population Business District Dong Stores (No. of People) (No. of People) Nambusunhwan-ro 191-gil 65 9,183 1,260 Bongcheon-ro 6-gil 99 7,682 3,353 Sillimdong 1-gil 34 4,763 380 Sillimdong 5 ga-gil 59 8,395 1,623 Sillimdong-gil 207 21,865 4,152 Sillim-dong Sillim-ro 64-gil 82 9,591 1,198 Sillim-ro 65-gil 73 11,861 1,711 Sillim-ro 70-gil 46 10,908 1,170 Sillim-ro 73-gil 163 18,908 7,013 Subtotal 828 103,156 21,860 Nambusunhwan-ro 190-gil 21 2,018 1,247 Nambusunhwan-ro 198-gil 4 1,102 590 Sillim-ro 48 ga-gil 14 2,157 627 Seowon-dong Sillim-ro 48-gil 43 4,665 1,631 Sillim-ro 58-gil 69 6,462 3,084 Subtotal 464 51,888 10,768 Gwanak-ro 24-gil 100 5,059 254 Gwanak-ro 28-gil 80 4,804 797 Haengun-dong Haengun 1-gil 151 22,392 3,075 Haengungil 189 27,143 7,487 Subtotal 257 30,023 6,616

Source) Seoul Metropolitan Government Business District Analysis Service (as of Dec. 2018)

66 Ⅳ. Big Data Analysis of the Imbalance in Nighttime Transportation

In summary of the results so far, traveling at night from the Gangnam Station area, an area of severe imbalance, a short distance of less than 1 - 2 km within Gangnam-gu and traveling a medium distance of approximately 10 km to a non-commercial, residential area is most difficult.

❘Fig. Ⅳ-26❘ Characteristics of Excess Demand from Gangnam Station

Considering this, the possibility of meeting excess nighttime demand in the Gangnam Station area with the current public transport service was examined. In the Gangnam Station area, three out of nine night bus routes are currently operating. These are the N61 route, which goes Nowon - Gunja - Gangnam- Seocho - Gwanak-gu - Guro-gu; the N37 route, which going Eunpyeong - Jongno - Seoul Station - Gangnam - Yangjae - Songpa - Bokjeong Station; and the N13 route, which goes Nowon - Jungnang-gu - Cheongnyangni - Dongdaemun - Gangnam - Songpa. For the N61 route that passes through Gwanak-gu, which was found through this study as a destination for excess demand generation after 01:00 for departures from the Gangnam Station area, 12 buses are operated at an interval of 15 - 30 minutes as opposed to eight or nine buses being operated at an interval of approximately 30 minutes as on other night bus

67 Analysis on the Status of Nighttime Transportation to Improve Citizen Mobility

routes. This indicates that the citizen demand for nighttime mobility is being partially reflected.

❘Fig. Ⅳ-27❘ Night Bus Routes from Gangnam Station

❘Table Ⅳ-9❘ Night Bus Routes from Gangnam Station

Operating No. of Travel Bus No. Route Interval Vehicles Distance

Gaebong Station - Sillim Station - Gangnam Station N61 15 - 30 min. 12 90.0km - Gunja Station - Nowon Station

Gupabal - Jonggak - Gangnam Station - Garak N37 25 - 30 min. 8 69.0km Market - Bokjeong Station

Nowon Station - Dongdaemun Station - Gangnam N13 25 - 30 min. 8(10)* 74.5km Station - Jamsil Station - Bokjeong Station

N854 Gangnam Station - Sadang Station - Sillim Station 25 - 35 min. 9* 31.8km

* Extended or new routes for the end of the year (Seoul Metropolitan Government, Dec. 2018)

Each of the nine nighttime bus routes currently operated in Seoul Metropolitan Government extend over a long distance of approximately 70 km on average. The operating interval is also not short, at approximately 30 minutes. On the other hand, the route of N854, a night bus operated for the end

68 Ⅳ. Big Data Analysis of the Imbalance in Nighttime Transportation

of the year, is relatively short, at approximately 30 km. Through an adjustment of the operating interval in line with that of the general nighttime bus routes, this will be helpful in reducing waiting time and congestion for citizens. If this route is operated at a limited capacity for the end of the year period and brings about effective improvement of citizen nighttime mobility and convenience, it can be used as a “custom” Owl Bus route, rather than a “custom route for the end of the year,” whenever an increase in the demand for nighttime mobility is expected.

❘Fig. Ⅳ-28❘ Owl Bus Route to Gangnam Station for the End of the Year

* The Owl Bus operates from Sillim Station to Gangnam Station. The section from Sillim Station to Gwanak I.C. displayed on the map is for the bus to leave the depot without carrying any passengers. Source: Seoul Metropolitan Government (Dec. 2018)

69 Analysis on the Status of Nighttime Transportation to Improve Citizen Mobility

❘Fig. Ⅳ-29❘ Owl Bus Route to Gangnam Station for the End of the Year

70 Ⅴ. Implications

In line with an increase in citizen demand for mobility during the night when the use of public transportation is limited, issues concerning citizen mobility at night were established and the status of areas with severe imbalances in the transport service supply and demand were analyzed. The issues of nighttime mobility were established on the basis of the press reports, SNS data, and data from public platforms for citizen participation. As for the status of the occurrence of night mobility issues, it was analyzed using data regarding taxi service. In particular, by using data on taxi calling from Kakao T, a taxi service application, which indicates the citizen demand for nighttime mobility, it was intended to overcome the limitations of existing techniques for estimating demand by using the data of taxi boarding. From the analysis results, several tasks which require immediate attention were identified. First, it is necessary to verify that the current nighttime bus routes follow the routes through which citizens wish to travel. If not, it is highly likely that citizens will inevitably have to use the taxi service. Excess demand for the taxi service, which is generated in areas with a high demand for nighttime mobility where citizens “have no choice but to use the taxi service” (A), is one of the factors that limit citizen nighttime mobility. Then there are areas of demand where, although night bus routes are available, citizens cannot reach their final destinations by using the bus only and have to walk after getting off the bus (B). In this circumstance, citizens either opt to use a taxi service from the beginning or have to board a taxi after getting off from the night bus. The excess demand generated in this area is another factor limiting citizen nighttime mobility. Lastly, there are areas of demand where, although night bus routes are available and the routes extend all the way to the final destinations, citizens wish to use the taxi service rather the bus because they are being drunk or tired

71 Analysis on the Status of Nighttime Transportation to Improve Citizen Mobility

(C). Excess demand generated by citizens choosing to use the taxi service, despite the availability of night buses, can also become a factor limiting nighttime mobility. (See .). According to the results of the analysis in this study, with the exception of the Itaewon area, there is still excess demand for taxi service in the Gangnam Station, Hongik University, and Jongno areas even though night bus routes are available in these areas. This falls into the demand areas B and C. If a night bus stops at an area, but does not reach the final destination, this can be categorized in demand area A. As for excess demand generated in Itaewon, it can be categorized as A because there are no night bus routes that pass through Itaewon. In relation to the various factors that limit citizen nighttime mobility, the possibility of addressing these factors with the current public transportation service or using new transportation modes as an alternative need to be further discussed.

❘Fig. Ⅴ-1❘ Issues Concerning Limitations in Citizen Nighttime Mobility

72 Ⅴ. Implications

❘Fig. Ⅴ-2❘ Night Bus Routes Operating through Areas of Severe Imbalance

* Night bus routes operating from areas of severe imbalance to destinations with excess demand displayed in red

This study has the following implications for seeking solutions targeting at each issue. First, it is necessary to expand transportation means for short-distance travel at night. This can lead to resolving all problems in areas A, B, and C that limit citizen nighttime mobility. According to the results of the analysis in this study, the destinations to which the most excess demand is generated for departures from the Gangnam Station, Jongno, and Hongik University areas, the areas of severe imbalance, were primarily in the same autonomous district as the point of departure or in short distances of approximately 3 km even if in a different autonomous district. Accordingly, the introduction of short-distance night bus routes that extend approximately 3 - 4 km should be considered.

73 Analysis on the Status of Nighttime Transportation to Improve Citizen Mobility

❘Table Ⅴ-1❘ Destinations of Excess Demand: Short-Distance

Level of Excess Area Destination of Excess Demand Demand

Nonhyeon 1-dong (Gangnam-gu), Yeoksam 1-dong Gangnam Station Level 6-2 (Gangnam-gu)

Jongno Level 6-2 Itaewon 1-dong (Yongsan-gu) Hongik Univ. Level 6-1 Sinchon-dong (Seodaemun-gu)

Hangangno-dong (Yongsan-gu), Namyeong-dong Itaewon* Level 6-2 (Yongsan-gu)

* Itaewon on weekends

Although night bus routes for the end of the year period, which cover a shorter distance than the general night bus routes, have been introduced, additional public transportation modes, such as night shuttles that repeatedly and frequently operate over a short distance, should also be considered. For example, a means of public transportation for citizens wishing to use the taxi service despite night bus routes for short-distance travel between the Gangnam Station area and other areas in Gangnam-gu (e.g. Gangnam Station - Sinsa Station/Gangnam Station - Samseong Station) could be made available. Or, short-distance round-trip shuttle service between stations and residential areas that are connected to night bus routes (e.g. Sillim Station - Seowon-dong/Seoul National Univ. Station - Haengun-dong) could be introduced. As indicated by the results of the comparative analysis on the excess demand in the Gangnam Station area with the current public transport service, citizens experience difficulty in medium distance trips of approximately 10 km, between Gangnam Station and residential areas such as Seowon-dong in Gwanak-gu. In other areas of severe supply and demand imbalance, such as the Jongno, Hongik Univ., and Itaewon areas, there is also a lot of excess demand for medium distance trips to residential areas. As such, it is necessary to develop a transportation mode that can resolve the excess demand for taxi services to travel to residential areas with a smaller floating population at night.

74 Ⅴ. Implications

❘Table Ⅴ-2❘ Destinations of Excess Demand: Residential Area

Level of Excess Area Destination of Excess Demand Demand

Gangnam Station Level 6-2 Seowon-dong (Gwanak-gu), Haengun-dong (Gwanak-gu) Jongno Level 6-1 Galhyeon 1-dong (Eunpyeong-gu) Level 6-1 Sinchon-dong (Seodaemun-gu) Hongik Univ. Level 5 Hwagok 1-dong (Gangseo-gu), Sangam-dong (Mapo-gu)

Sinchon-dong (Seodaemun-gu), Haengun-dong Itaewon* Level 6-2 (Gwanak-gu), Seowon-dong (Gwanak-gu), etc.

* Itaewon on weekends

Third, response to the demand that has not been met with public transportation service, like nighttime buses, is necessary. Even when new nighttime bus routes of various types are implemented based on the data of excess demand, nighttime bus service cannot cover the entirety of Seoul Metropolitan Government. Therefore, the demand for travel via taxi remains. In addition, there is demand for taxi service simply to enjoy a more comfortable trip despite night bus routes being available. As indicated by the result of analysis on SNS data, citizens moving at night are tired after studying, working, or other various activities and the long operation intervals between night buses and the buses not arriving at their desired destinations cause discomfort. Improvement of the current taxi system in response to additional demand12 and the introduction of a demand responsive “general transportation means,” such as call buses or ride sharing, will need to be reviewed. However, consideration must be given to how effectively system improvement or the introduction of a new system can resolve the issue of limited citizen mobility and also whether it will lead to other problems in the future.

12 In the Seoul Metropolitan Government, the “Public Hearing Report on the Taxi Fare Adjustment Plan” was passed through the City Council, and thus a fare adjustment plan was prepared in addition to a plan for taxi driver treatment and public service quality improvement (Dec. 14, 2018). At the same time, various tasks to improve the current taxi operating system for continuous service improvements and solutions for the supply and demand imbalances must be discovered and reviewed.

75 Analysis on the Status of Nighttime Transportation to Improve Citizen Mobility

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76 Digital Economy and Industry Development Analysis on the Status of Nighttime Transportation to Improve Citizen Mobility

Published date December 2018 Publisher The Seoul Digital Foundation 16F, S-PlexCenter 31, Maebongsan-ro, Mapo-gu, Seoul, Korea

* Unauthorized reproduction or replication of this report without approval from the Seoul Digital Foundation is prohibited. When citing this report, always state the source. * Please direct questions regarding this report to the person below. Inquiries❘Digital Policy Team, Seoul Digital Foundation Kim Si jeong [email protected] Digital Economy Institute, Kakao Mobility Lee Jae-ho [email protected]