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Urban Transportation System in Seoul

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Urban Transportation System in Seoul Urban Transportation System in Seoul 2015. 9. Joonho Ko, Ph.D. Research Fellow The Seoul Institute Contents Ⅰ _Seoul Transportation Overview Ⅱ _Subway System Ⅲ _Bus System Ⅳ_ Travel Demand Management and Initiatives Ⅴ_ Big Data Ⅰ. Overview Overview Transportation settings 4 Overview Change of travel modes and roadway network Mode of transportation Walk (~ 1945) Streetcar (1945～1970) Bus (1971～1985) Car (1986 ~ 2000) Expansion of Road Network 1936 1966 1972 2000 5 Overview Number of cars and traffic congestion cost Population and Number of Cars # of vehicles Population 1980 99,286 8,364,379 2013 2,338,864 10,388,055 2255.7%↑ 24.2%↑ Traffic congestion costs (unit: KRW) (Unit : billion) 2001 2013 Traffic Congestion costs 5,087 8,414 65.4%↑ (KRW) Overview Mode share Mode share 1996 2013 Auto 24.6% 23.1% 1.5%↓ Public 59.5% 65.6% 6.1%↑ Transportation Transit ridership 1985 2013 Total 3,313 4,145 25%↑ Subway 511 2,485 386%↑ Bus 2,802 1,660 41%↓ Ⅱ. Urban Railway System Subway System Subway system Phase 2 Phase 3 Phase 1 - Line #5: 1990 ~ 1996 - Line #9: 2001 ~ 2009 - Line #1: 1971 ~ 1974 - Line #6: 1994 ~ 2001 - Ui-Sinseol Line (7.8km, Seoul Station – Cheongnangri) - Line #7: 1990 ~ 2000 - Line #2: 1978 ~ 1984 - Line #8: 1990 ~ 1999 - Line #3, #4: 1980 ~ 1985 Subway System Subway system 1st 2nd Stage Stage Metro Metro 3rd Stage Regional Metro Rail Subway System Subway system Subway Extension Subway System Subway station catchment area . 41% of Seoul area (built-up area) is included within the station catchment area on the basis of 500m radius Subway station catchment area Radius Catchm- Ratio to Catchm- Ratio to ent area whole ent area Seoul Seoul within built-up area built-up area area 100m 9.9㎢ 1.6% 6.5㎢ 1.8% 200m 38.2㎢ 6.3% 27.3㎢ 7.6% 300m 83.2㎢ 13.7% 61.2㎢ 16.9% 500m 202.3㎢ 33.4% 148.0㎢ 41.0% * Seoul area: 605.25 ㎢ (built-up area: 361 ㎢) Legend 500m 역세권 구경계_Project Subway System Crowdedness . Tolerable degree of crowdedness = 150%, but current conditions during rush hour exceed the degree Overall Line 1 Line 2 Line 3 Line 4 Line 5 Line 6 Line 7 Line 8 Line 9 2009 159% 122% 202% 122% 172% 168% 177% 179% 176% RH 2011 169% 144% 196% 149% 180% 170% 143% 182% 147% 215% RH Difference +10% +22% -6% +27% +8% +2% -34% +3% -29% - (2011 – 2009) Note: For line 9, the highest crowdedness is for express services. Subway System Subway operating companies As of 2011 Boarding (million Established Length (km) # of Stations Revenue (million USD/day)** persons/day) Seoul Metro 1981 137.9 120 3.04 2.01 Seoul Metropolitan Rapid Transit 1994 152 148 1.73 1.18 (SMRT) Metro 9 2004 25.5 25 0.17* 0.11* Note: * as of 2010; ** exchange rate: $1.0 = KRW1100 Subway System Fare vs. operating cost Unit: KRW/passenger 2006 2007 2008 2009 2010 2011 2012 Average 659 723 736 727 726 725 791 fare Seoul Operating 948 1,007 1,018 1,048 1,092 1,051 989 Metro cost Difference -288 -284 -282 -321 -366 -326 -198 Average 687 756 760 754 749 750 818 fare Operating SMRT 1,285 1,262 1,277 1,283 1,217 1,276 1,207 cost Difference -598 -506 -517 -529 -468 -525 -388 Subway System Plan for rail network expansion Central governm ent LRT construction for low transit Service Areas (73.7 km, 8 Lines) 12% Private Seoul 54% 34% - Establishing a 10-Year Master Plan for Urban Railroad (0.9 trillion KRW for 11.4km) Subway System Ppp project: Metro 9 Planning Construction Operation Infra 30 year concession BTO 10 year contract Rolling stock, station 17 Ⅲ. Bus System Bus System Bus system As of December 2011 City bus : 7,534buses/363 routes, Community bus :1,401 buses/210 routes No. of passengers in a day (average) 5.7 million Bus only lane : 52 corridors, 203.6km (Median bus lane : 12 corridors,114.3km) Bus System Color-coded hierarchical bus system (sub)Urban areas ↔ (sub)Center cities Meet the demand of private car. Inter-regional Lines Connecting suburban areas and center cities Punctuality and speediness. Trunk Lines Link trunk line buses or subways for easy transfer Satisfy the local needs and securing accessibility. Feeder Lines Circular bus service for business and shopping in urban areas. Circular Lines Bus System Integrated distance-based transit fare system Free transfer between bus-bus and bus-subway, free transfer within 30 minutes. (maximum 5 times) <Fare Structure> Subway (single ride) : Basic Fare W1,050 for 10 Km Distance-based Fare W100 for 5Km up to 40Km and for 10Km beyond Bus [single ride] : Flat Fare W1,050(Trunk) / W 1,850 (Inter regional bus) Expansion of the fare system in Metropolitan area July 2004 Seoul urban bus ↔ Seoul metropolitan subway July 2007 Seoul urban bus ↔ Seoul metropolitan subway ↔ Gyeonggi bus September 2008 Seoul urban bus ↔ Seoul metropolitan subway ↔ Gyeonggi bus ↔ Red bus October Seoul urban bus ↔ Seoul metropolitan subway ↔ Gyeonggi bus 2008 ↔ Red bus ↔ Incheon bus Bus System Number of bus – subway transfer passengers thousand passengers % 600 35 500 30 25 400 20 300 Number of passengers who transfer Transfer passengers/Total passengers 15 200 10 100 5 0 0 2007 2008 2009 2010 2011 2007 2008 2009 2010 2011 Note: Data is only applied to 5,6, 7 and 8 lines. Bus System Bus management system For Public Seoul BMS Bus Company BIT -Real-time Bus -Real-time Bus Operation Information Operation Info -Route and Transfer -Bus Operation DB Info • Bus Location ARS Mobile Internet • Allocating Bus • Route and operation Info • Real-time • Notice • Bus Arrival Time Bus location Info •Interval and operation Info •Bus Interval Info •Bus Operation Info Bus System Median bus lanes - 12 corridors of 115.3km (210 km including planned corridors) For faster and reliable bus operation To improve passengers’ convenience by comfortable shelter, transfer center Under Operation Plan for 2013 Plan for 2014 - 2016 After 2017 Bus System Transportation centers Yeoido Transportation Center Seoul Station Center Cheongnyangni Transportation Center, July. 2005 Bus System Night Bus Implemented on two pilot routes (N37 and N26) using 6 buses for each route Service hour: from midnight until 3:30am Service interval: 35 ~ 40 minutes Fare: 1,850 KRW (higher than regular fare) 26 Bus System Electric bus pilot project . EV Bus in Namsan . Namsan EV Bus Routes Type Category Features Weight 10.7 ton Vehicle 11m(Length) × 2.49m(Width) × Size 3.5m(Height) Drive Motor 240kW (322hp) Engine Line No. 02 Battery Lithium-ion polymer(80kWh) Line No. 05 Top speed 100km/h Line No. 03 Gradability* 30%(17˚) Performance Distance per 110km (Driving at 60km/h) Charging Charging time 20mins(Rapid charging) Bus System Transit Mall Target road: Yonsei-ro (550 meter) Opened in Jan. 2014 Provision of more pedestrian and bike spaces Allowed to run for buses and emergency vehicles Taxies are allowed to travel during midnight to 6am 28 Travel Demand Management and Ⅳ. Initiatives Car Sharing 30 2013 Revised Employer-based TDM 12 Monthly public transit day 11 10 Flexible working hours Expanding parking cap area 09 Metro line 9 08 Raised traffic impact fee 07 06 Business taxi 05 04 Public transit reform Illegal parking enforcement Chunggae stream restoration project Non-free parking 03 Weekly no-driving day program Raised traffic impact fee 02 2nd phase metro system 01 (Line 5~8) 2000 99 98 Parking pricing Parking cap 97 Raised traffic impact fee 96 Employer-based TDM Namsan congestion charging 95 94 93 92 91 st 1 phase metro system Annual traffic impact fee (Line 1~4,’85) 1990 istorical TDM program evolvement H Travel Demand Management Demand Travel Mandatory Voluntary Travel Demand Management Energy consumption and mode share Mode share VS. Energy consumption share Energy에너지 12.1% 5.5% 55.7% 6.1% 19.2% 1.5% Motorcycle Bus Metro Passenger Taxi Truck car 수단분담률Mode(2009) 27.8% 35.2% 25.9% 6.2% 4.1% 0.8% share (2009) 버스 지하철 승용차 택시 트럭 오토바이 31 Travel Demand Management Annual traffic impact fee . Why? - Reducing the amount of traffic - Securing revenue for transit system improvement . Who pays? - Building owners (≥1,000 ㎡ of Total floor area) . Equation for annual traffic impact fee - Floor area × Traffic impact fee unit × Coefficient by building type . Traffic impact fee unit (unit: KRW/m2) Jan. 1990 May 1995 Oct. 1996 Total floor area <3,000㎡, < 10 parking spaces 350 350 350 Total floor area ≥ 3,000㎡, ≥10 parking spaces 500 700 Note: Revenue (2011) of about 84 billion KRW (70 million USD) 32 Travel Demand Management Employer-Based TDM . Incentives for the employer-based TDM: reduction of traffic impact fee . Different reduction rates for different employer-based TMD programs ⇒ Average traffic impact fee reduction rate: 17.9% (for the applicants; as of 2010) <Traffic impact fee reduction rate> Traffic impact fee reduction rate(%) reductionfee impact Traffic Program 15. Business taxi 1. Number plate rationing program (last digit) 16. Shuttle bus operation for customers 2. Voluntary weekly no driving day program 17. Commuting bus operation 3. Number plate rationing program (weekday) 18. Installment of parking guidance system 4. Number plate rationing program (even & odd) 21. Elimination of free parking 22. Reduction of parking space 23. Employee parking restriction 24. Others 33 Travel Demand Management Congestion Pricing . Charging implementation: `96.11.11 . Charging time period: Weekdays 07:00 ～ 21:00 . Charging point: Namsan 1 tunnel, Namsan 3 tunnel . Amount: 2,000 KRW . Target: passenger cars with less than 3 occupants .
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