Introduction |
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Traffic congestion and other transportation problems have become a part of everyday life in Seoul, as urbanization and suburbanization have proceeded. Reliable transport services often cannot be provided, hindering further urban development. In order to mitigate the problems, additional infrastructure has been constructed but is soon filled with new users. Such ineffective transportation supply management (TSM) has forced the government to seek another approach to the problem. As an alternative, transport demand management (TDM) has been implemented extensively in Seoul to increase public transport use and replace excessive use of private cars. Hence, the Seoul's transport policies must consider balanced application of TSM and TDM. |
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Photo: Congested road in rush-hour Seoul |
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Transportation in Metropolitan Seoul |
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The urban transport system in Seoul is changing continuously as the economy grows and demand for transport increases. Until 1945, surface trams were the most popular mode and were used by more than half of Seoul's population. Public buses became the major mode when trams were abolished in 1968. After 1960, the number of vehicles increased rapidly due mainly to use of buses and taxies as public transport. However, even in 1970, the number of vehicles in Seoul was still less than 60,000 and very few were privately owned. Buses were the prime mode although the first urban subway was built in 1974. At that time, the subway's share was still only 6% of all passenger trips. Additional lines were constructed from 1985 and rail has since become the other major public transport mode. |
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Table 1: Trend in Number of Vehicles |
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Transport Policy in Seoul |
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The Seoul transport policy has been changing over the last decades as the traffic environment has changed. In particular, the SMG is focusing on developing a public mass transit network, consisting of bus and urban railways, as the principal transport system. Integration of public transport modes is a priority in helping to replace private car use. Specifically, the SMG is planning to maintain a market share for public transit of 70% during rush hours and 50% at other times. Therefore, the policy must be coordinated with several strategies such as road tolls, fuel tax, and parking schemes to discourage use of private cars. The prime directions of the SMG transport policy are:
Improvement of urban railway and bus systems
The transportation census conducted by the SMG in 1996 showed that traffic volumes between Seoul and its new satellite cities had increased enormously compared to the inner city. In addition, the importance of urban railways has been highlighted by suburbanization increasing the need for longer and faster trips. Therefore, the SMG realized the necessity for overall modification of transportation planning with emphasis on public transport. The next sections give a brief explanation of buses and railways. |
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Photo: Dedicated bus lane in Seoul |
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Public Bus Service |
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Seoul's public bus service began in 1953 and played an important role in the city's early economic and physical growth. Through the 1960s, the role of buses in urban transport expanded rapidly, and in 1971, they accounted for 74.2% of all passenger trips. Currently, 89 private bus companies operate 8726 buses throughout the metropolitan and suburban areas. Each company operates different routes with no competition on any particular route. Service level does not greatly influence passenger volume, so it is hard to find good standardized services. |
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Photo: Bus stop on dedicated bus lane |
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Urban Rail Transit |
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Unlike the public bus service, Seoul's railway system is constructed and operated by the government. It forms a reliable and comfortable mass transit system within Seoul's traffic policy. Although Seoul's urban railways have only a short history dating from 1974, they are a key transport mode and occupied 35% of passenger trips in 1996. When phase 2 of the urban rail network is completed later this year, the total route length will be 278 km and about 42% of all passenger trips will be by rail. Previously, additional lines in municipal areas were proposed to achieve a target share of 70%, but the SMG replaced the plan with a new urban rail network plan based on the 1996 transport census. The network plan (Fig. 3) consists of seven lines providing express services, and a light rail system. It is expected to satisfy demand and improve the efficiency of the rail system throughout the metropolitan area. |
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Figure 3: Current Urban Railway Network in Seoul |
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The System |
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The urban railway network in Seoul consists of Seoul Subway and Metro Rail, operated by two public corporations. Seoul Metropolitan Subway Corporation (SMSC) operates lines 1 to 4 of the Seoul subway, and Seoul Metropolitan Rapid Transit Corporation (SMRTC) operates lines 5 to 8 of Metro Rail. In 1997, the seven urban railways in Seoul totalled 216.5 km in length (line 6 is still under construction) and carried 4.5 million people daily. Also, Korean National Railroad (KNR) operates 57.3 route-km within the Seoul city boundary. The national government finances and operates KNR. |
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The Facilities |
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With the increasing passenger levels, some facilities have become worn out and the two corporations are constantly renewing them. To improve safety, the SMSC has installed colour TV monitors and automatic alarms on every platform. Passengers are informed of all train arrivals and departures. To improve passenger comfort, older stations and rolling stock are being refurbished with air-conditioning, and barrier-free facilities for disabled people are being installed. In particular, wheelchair lifts have been installed in every station along with barrier-free toilets and tactile tiles. To improve intermodal transfer and environment friendliness, 24 parking lots have been built at 22 stations, along with 47 bicycle racks at 47 stations. Sixteen stations have both car and bicycle parking. |
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Photo: Subway platform with passenger information screen |
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Operation and Management |
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The average rail speed is 35 km/h but headways are different on different lines. The capacity has been increased by making constant efforts to introduce new rolling stock and to shorten headways. In 1991, carriage overcrowding reached 243% but the level was lowered in 1996 to around 200% by operating 10-car train sets on all lines. The headway is 3 to 5 minutes during rush hours and 4 to 6 minutes at off peak times. Service starts at 05:30 and the last train is at 01:00. Daily service frequency ranges from 1009 trains on Line 2 to 350 trains on Line 7. |
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Future Direction of Urban Rail System |
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As briefly mentioned, the SMG has changed the earlier urban rail plan based on the 1996 transportation census. Suburbanization and growth of new satellite cities have increased demand for suburban express services, so the new urban rail plan increases the distance between stations to 2 km or more to facilitate express services. In addition, a light rail transit (LRT) system is being considered to meet demand in Seoul's city centre and to improve accessibility. |
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Figure 4: Future Direction of Urban Rail |
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Effects of New Urban Rail System |
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The SMG believes that it is impossible to establish a public transport network that will meet transport demand by the end of this year. By 2026, the SMG plans to carry 53.3% of all passenger trips in Metropolitan Seoul. To accomplish this goal, the SMG is planning to construct additional feeder lines, especially LRTs to areas with passenger demand of less than 20,000 per hour. This will help minimize construction and operation costs.
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Photo: Central traffic control room |
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Conclusion |
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Since the late 1980s, government policies have been planned and implemented to support a modern transport system for Seoul. However, the explosion of private car use has blunted some of the reforms. Investment in new infrastructure can ease conditions to some degree, but controlling urban sprawl, developing new transport technologies, and seeking more participation by citizens in policy development are other alternatives for solving urban transport problems. |
Gyengchul Kim Dr Kim is a research fellow at the Seoul Development Institute. He obtained his doctorate in Transportation Engineering from Seoul National University and has been a visiting researcher at the Institute for Transport Studies at the University of Leeds in the UK, and at the University of Kyoto in Japan. Jeewook Rim Mr Rim is a postgraduate student in the Department of Geography at the Australian National University in Canberra. He obtained a masters degree in Environmental Studies from the University of Newcastle, Australia. |