Seoul is currently preparing for a bus revolution!!!
If you go out onto the streets right now, buses dressed in red, blue, green, and yellow are already moving around, leaving bus users feeling rather confused. Let us take a closer look at the "Seoul Bus System Reform", which is scheduled for full implementation on July 1, 2004, after two years of preparation.
Planning: BusLife
Material support: Seoul Metropolitan Government
Text: Ahn Jeong-seop
1. The Need for Bus System Reform
As of 2004, buses, Seoul’s representative form of public transportation, are being operated almost entirely by private companies. Under Seoul city licenses, there are a total of 387 city and seat-bus routes (272 urban-type routes, 65 circular-type routes, 48 seat-type routes, and 2 downtown circular routes / excluding airport buses and city-tour buses) with approximately 8,100 buses. In addition, there are 253 community bus routes with around 1,500 buses. In this way, Seoul has built a huge privately led bus public transport system and infrastructure, one that is hard to find not only in Korea but also among major cities overseas. Nevertheless, most city and seat-bus routes are currently suffering from operating deficits.
Public transportation is, by nature, a public-interest business rather than a purely profit-seeking one, regardless of whether transport revenue is in surplus or deficit. However, because Seoul’s bus public transport has been operated privately, it has had advantages that a public system could not easily provide, while also having many disadvantages that failed to consider passengers properly. Among these disadvantages, the most representative is the so-called "profitable sections" problem. Because the system is private, bus routes are concentrated in areas where business is good, creating an "oversupply of bus public transport". At the same time, areas where business is poor have relatively few routes and become fixed as "transportation-neglected areas". This is the so-called "rich-get-richer, poor-get-poorer phenomenon in bus public transport".
Another disadvantage, also caused by private operation, is that private bus operators have tended to design routes only through sections with passengers, or to pursue only so-called golden routes with strong commercial potential because of Seoul’s road network structure. As a result, bus routes became highly circuitous. However, the "rich-get-richer, poor-get-poorer phenomenon in public transport" and the "severe route circuitousness", which were based more on profitability from a private-interest perspective than on the public effectiveness of routes, have now become factors that cause excessive competition over reduced demand. With subway lines opened along major corridors and private-car use increasing, this situation no longer guarantees profitability for operators; rather, it has turned into a cause of chronic deficits and, in the long term, mutual destruction among operators themselves.
In addition, loose route operation centered on operators’ profitability has now deteriorated into a backward bus-management structure. The lack of service resulting from this has long made buses a target of passenger dissatisfaction and avoidance. This, in turn, worsens the management of bus operators themselves. Fares rise every year, yet there is no real management improvement, the lack of service continues, and passenger dissatisfaction repeats in a vicious cycle. Accordingly, Seoul came to recognize that old-fashioned reforms such as voluntary restructuring by operators, fare increases, and subsidies had reached their limits. The city therefore began a more active Seoul bus system reform project in July 2002, two years ago, and is now approaching "full implementation on July 1, 2004".
2. Basic Concepts of the Bus System Reform
(1) Trunk and Feeder Line System
The trunk and feeder line system is the most central concept of Seoul’s bus system reform. It means reorganizing bus routes that have until now been classified by vehicle type, such as "urban type, circular type, and seat type," into route types based mainly on function: "trunk lines" and "feeder lines." Trunk and feeder services are each subdivided as follows.
Trunk Lines
● Metropolitan Express Bus (Red Bus)
● Trunk Bus (Blue Bus)
Feeder Lines
● Feeder Bus (Green Bus)
● Downtown Circular Bus (Yellow Bus) The functional concepts of trunk and feeder buses can be summarized in the table below.
| Category | Trunk Buses | Feeder Buses | ||
|---|---|---|---|---|
| Metropolitan Express Bus | Trunk Bus | Feeder Bus | Downtown Circular Bus | |
| Route distribution | Metropolitan area - Seoul downtown/subcenters | Seoul outskirts - downtown/subcenters | Connections within outer districts | Connections within downtown/subcenters |
| Operating distance | Long distance (round trip 50 km or more) | Medium/long distance (round trip 35-60 km) | Short/medium distance (round trip 10-40 km) | Short distance (round trip 5-15 km) |
| Operating speed | High speed: 35-40 km/h (based on median bus lanes on main trunk corridors) | Low speed: 20-25 km/h (based on curbside bus lanes on ordinary roads) | ||
| Roads used | Expressways and trunk corridors | Trunk corridors and ordinary roads | Ordinary roads in Seoul’s outer districts | Ordinary roads in downtown/subcenters |
| Operating method | Autonomous private operation by operators from other cities/provinces | Semi-public operation / autonomous private operation | Autonomous private operation | Semi-public operation |
The diagram below shows how Seoul’s existing city-bus route system will be reorganized from July 1, 2004.
| Before Bus System Reform | After Bus System Reform | |||||
|---|---|---|---|---|---|---|
| Type | No. of routes | Type | No. of routes | |||
  |
Seat-type | 48 |  |
Metropolitan express | 43+α | |
  |
Urban type | 252 |   |
Trunk | 19 main trunk routes | |
| 70 auxiliary trunk routes | ||||||
 |
Circular type | 65 |   |
Feeder | 292+α general feeder routes | |
| 253-α community feeder routes | ||||||
 |
Community type | 253 |  |
Downtown circular | 5 | |
More detailed explanations of each subcategory under the trunk and feeder system will be covered on the next page, "The Changing Bus System."
(2) Operating Zones
One concept that passengers should understand in this Seoul bus system reform is "operating zones." In simple terms, this means grouping Seoul and nearby metropolitan areas into certain regional zones and assigning representative numbers (0-7) to them. In other words, with "central Seoul" assigned the number 0, the city outskirts and neighboring metropolitan areas are divided into seven zones clockwise from due north. This is shown in the figure below.
[Figure] Seoul Bus Operating Zones 
● Zone "0" (Downtown Zone) Seoul: Yongsan-gu, Jongno-gu, Jung-gu
● Zone "1" (Northeastern Zone) Seoul: Gangbuk-gu, Nowon-gu, Dobong-gu, Seongbuk-gu Gyeonggi-do: Namyangju-si (Byeollae-myeon, Toegyewon-myeon), Dongducheon-si, Yangju-si, Uijeongbu-si, Pocheon-si
● Zone "2" (Eastern Zone) Seoul: Gwangjin-gu, Dongdaemun-gu, Seongdong-gu, Jungnang-gu Gyeonggi-do: Guri-si, Namyangju-si (excluding Byeollae-myeon and Toegyewon-myeon), Gapyeong-gun, Yangpyeong-gun
● Zone "3" (Gangdong Zone) Seoul: Gangdong-gu, Songpa-gu Gyeonggi-do: Gwangju-si, Seongnam-si (part), Hanam-si
● Zone "4" (Gangnam Zone) Seoul: Gangnam-gu, Seocho-gu Gyeonggi-do: Gwacheon-si, Yongin-si, Seongnam-si
● Zone "5" (Southwestern Zone) Seoul: Gwanak-gu, Geumcheon-gu, Dongjak-gu Gyeonggi-do: Gwangmyeong-si (areas adjacent to Seoul Zone 5), Gunpo-si, Suwon-si, Ansan-si, Anyang-si, Uiwang-si
● Zone "6" (Gangseo Zone) Seoul: Gangseo-gu, Guro-gu, Yangcheon-gu, Yeongdeungpo-gu Gyeonggi-do: Gwangmyeong-si (areas adjacent to Seoul Zone 6), Gimpo-si, Bucheon-si Incheon Metropolitan City (all areas except Yeongjongdo in Jung-gu and Ongjin-gun)
● Zone "7" (Northwestern Zone) Seoul: Mapo-gu, Seodaemun-gu, Eunpyeong-gu Gyeonggi-do: Goyang-si, Paju-si. The representative assigned numbers (0-7) of the operating zones become the basis for assigning bus route numbers by service type in Seoul’s bus system reform. The route-numbering method for each service type will be explained in more detail on the next page, "The Changing Bus System."
(3) Semi-Public Operation System
Until now, Seoul’s bus public transport has been operated almost entirely through autonomous private operation. Through this reform, however, Seoul will introduce a "semi-public operation system" for certain service types, combining the advantages of private and public operation. Its basic concept is as follows.
Bus routes: The city directly owns the route and selects the operator for that route.
Route operation: A bus operator, or a consortium of several operators, is selected through open competitive bidding by the city.
Operational support: The city provides appropriate subsidies for operating deficits and cost losses incurred by the operator.
Operating license: The city issues the license, but not as a lifetime license. It is a time-limited license for a fixed period. Before expiration, the city must hold an open tender for the next operator, and the current operator may bid again.
Applicable routes:
Main trunk routes (19 routes - 10 long-distance routes and 9 downtown-turnback routes) - consortium bidding method
Downtown circular routes (5 routes - 2 downtown circular routes and 3 subcenter circular routes) - single-operator bidding method
The purpose of introducing the semi-public operation system is to strengthen the public-interest role of bus public transportation, which had been neglected under private-centered operation. Under this system, semi-public operators on some major routes receive full city support for operating deficits and losses, allowing them to pursue the public role of buses and provide better service to passengers. In addition, routes in other service types that are not main trunk or downtown circular routes and continue under autonomous private operation will also operate with a somewhat semi-public character, since fare revenue will be jointly distributed by the city according to operator size.
As explained earlier, the basis of Seoul’s bus system reform is the "trunk and feeder line system." Based on this system, all city buses are divided by route into four types(metropolitan express, trunk, feeder, and downtown circular). Since each type has a different exterior color scheme, ordinary passengers can easily distinguish them. This section explains the changing bus system in relatively greater detail.
 |
 |
 |
 |
|---|---|---|---|
 |
 |
 |
 |
For detailed information about each bus type, "click each alphabet image" in the figure above. A new window will open.
Part 3. Main Trunk Corridors and Main Trunk Routes
1. What Is a Main Trunk Corridor?
As mentioned once on the previous page, we briefly explained the concept of "main trunk routes" among trunk buses and the concept of main trunk corridors. However, to understand main trunk routes accurately, one must first understand the concept of "main trunk corridors." A main trunk corridor refers to major arterial roads that connect Seoul’s downtown and key subcenters and are used by the 19 main trunk routes operated under Seoul’s semi-public system. Even now, many bus routes are concentrated on these roads, and the number of moving vehicles far exceeds that of other roads. As a result, these corridors suffer severe congestion at all times, regardless of weekdays, weekends, peak hours, or off-peak periods. Existing bus routes are also heavily concentrated on these roads, creating route saturation and excessive competition among operators to pick up more passengers, which causes economic losses and extreme passenger dissatisfaction.
Accordingly, Seoul will substantially reorganize bus routes heading downtown that are concentrated on these main trunk corridors. By integrating highly overlapping routes that mainly operate on these roads, the city aims to strengthen the structural integrity of trunk-bus routes. At the same time, it will establish and reorganize 19 semi-public main trunk routes operated by bid-based contracts that run only on main trunk corridors, thereby implementing bus-oriented transport policy. As part of the policy centered on these main trunk routes and trunk routes passing through the corridors, Seoul will gradually introduce 24-hour median bus-only lanes along the entire length of the main trunk corridors by 2006 to improve regularity, operational stability, and passenger service.
2. What Is a Main Trunk Route?
As explained above, a main trunk route is a trunk bus route that operates along the road network belonging to the main trunk corridors. The route itself is owned by the city, and the city provides appropriate subsidies for operating deficits and cost losses. Operators selected through a consortium bidding process supply vehicles and personnel and operate the service under a so-called semi-public method. The system consists of a total of 19 routes in four operating zones.
Operating zones divide the main trunk routes according to sub-service systems, depots, and operating consortiums. They are divided into four zones: Dobong, Gangdong, Songpa, and Eunpyeong. One operating consortium designated by the city is responsible for overall operation in each zone. The main trunk route operating consortiums for each zone were confirmed on April 15, 2004, and will receive a six-year limited operating license for each zone’s main trunk routes from July 1, 2004, the date of licensing and operation, until June 30, 2010.
In addition, high-grade city buses, namely non-step low-floor buses and high-capacity articulated buses, will be introduced and operated on main trunk routes from the initial stage. For main trunk routes, low-floor buses will be mandatory replacement vehicles when old buses are scrapped and replaced. Articulated buses, however, will not be introduced on all main trunk routes from the beginning. They will be introduced differently by route according to the implementation sections of the median bus-only lane system through 2006. The planned year of articulated-bus introduction for each main trunk route will be covered in more detail later under "Median Bus-Only Lane System." The operating consortiums and route details by zone are as follows.
(1) Dobong Zone
Operating consortium: Dobong Trunk Bus Co., Ltd. Consortium participants: Heungan Transportation, Samhwa Sangwoon, Beomil Transportation, Boseong Transportation, Gunpo Transportation Routes operated: 4 routes in total - 241 buses
| Route No. | Origin | Destination | Round-trip distance (km) | Average headway (min) | No. of low-floor buses introduced in 2004 | Total buses operated |
|---|---|---|---|---|---|---|
| 150 | Dobongsan city boundary | Seoksu Station | 74.8 | 7 | 4 | 40 |
| 500 | Seoksu Station | Dongdaemun Stadium | 48.0 | 1.8 | 5 | 102 |
| 160 | Dobongsan city boundary | Onsu-dong city boundary | 71.1 | 7 | 4 | 38 |
| 600 | Onsu-dong city boundary | Gwanghwamun | 37.6 | 2.3 | 4 | 61 |
(2) Gangdong Zone
Operating consortium: Dongseoul Bus Co., Ltd. Consortium participants: Bukbu Transportation, Seoul Seunghap, Yeongin Transportation, Songpa Sangwoon, Daewon Transportation Routes operated: 4 routes in total - 149 buses
| Route No. | Origin | Destination | Round-trip distance (km) | Average headway (min) | No. of low-floor buses introduced in 2004 | Total buses operated |
|---|---|---|---|---|---|---|
| 260 | Mangu-dong city boundary | Onsu-dong city boundary | 63.6 | 7 | 4 | 40 |
| 200 | Mangu-dong city boundary | Seoul Station | 30.4 | 3.5 | 4 | 28 |
| 370 | Sangil IC | Eunpyeong Public Bus Garage | 66.4 | 7 | 4 | 33 |
| 300 | Sangil IC | Seoul Station | 53.8 | 3.5 | 4 | 48 |
(3) Songpa Zone
Operating consortium: Seoul Public Bus Co., Ltd. Consortium participants: Jeil Passenger, Singil Transportation, Donga Transportation, Seoul Bus, Namseong (Dongseong) Transportation Routes operated: 6 routes in total - 200 buses
| Route No. | Origin | Destination | Round-trip distance (km) | Average headway (min) | No. of low-floor buses introduced in 2004 | Total buses operated |
|---|---|---|---|---|---|---|
| 140 | Dobongsan city boundary | Naegok IC | 77.6 | 7 | 4 | 36 |
| 100 | Dobongsan city boundary | Jongno 3-ga | 39.9 | 7 | 4 | 16 |
| 400 | Naegok IC | Jongno 3-ga | 47.9 | 7 | 4 | 21 |
| 471 | Naegok IC | Gupabal | 69.0 | 7 | 5 | 38 |
| 701 | Gupabal | Myeong-dong | 30.6 | 3.5 | 4 | 35 |
| 360 | Songpa Public Bus Garage | Yeouido | 56.1 | 4 | 4 | 54 |
(4) Eunpyeong Zone
Operating consortium: Jungbu Transportation Co., Ltd. Consortium participants: Jungbu Transportation, Seonjin Transportation, Gimpo Transportation, Airport Bus, Dowon Transportation Routes operated: 5 routes in total - 136 buses
| Route No. | Origin | Destination | Round-trip distance (km) | Average headway (min) | No. of low-floor buses introduced in 2004 | Total buses operated |
|---|---|---|---|---|---|---|
| 161 | Dobongsan city boundary | Gimpo Airport | 72.2 | 7 | 4 | 38 |
| 601 | Gimpo Airport | Jongno 4-ga | 48.0 | 7 | 4 | 22 |
| 270 | Mangu-dong city boundary | Eunpyeong Public Bus Garage | 50.2 | 7 | 4 | 29 |
| 700 | Eunpyeong Public Bus Garage | Dongdaemun Stadium | 34.3 | 7 | 4 | 14 |
| 470 | Naegok IC | Eunpyeong Public Bus Garage | 66.9 | 7 | 4 | 33 |
2. What Is the Median Bus-Only Lane System?
(1) Concept of the Median Bus-Only Lane System
Those who live near Cheonho-daero or Hajeong-ro will probably understand this quickly. The median bus-only lane system literally means operating the center lanes adjacent to the road’s median line exclusively for buses.
[Example of median bus-only lanes and stops - Source: Seoul Metropolitan Government]
In sections where the median bus-only lane system is implemented, bus stops are installed in the center of the road. Compared with existing curbside bus-only lane sections, the lane is paved with reddish-brown colored asphalt indicating bus-only use, and entry by ordinary vehicles other than metropolitan express/trunk buses or emergency vehicles is strictly prohibited. However, even when median bus-only lanes are installed, the inconvenience felt by ordinary passenger-car drivers is relatively small. In the long term, separation from buses can bring many advantages, such as accident prevention. Also, ordinary vehicles can still turn left at intersections in sections with median bus-only lanes, so there is no need for major concern about this point.
- Advantages of the median bus-only lane system - 1. Secures stable bus operation through separation from ordinary vehicles. 2. Improves convenience for bus users by eliminating skipped stops and double stopping that occupies two or more lanes. 3. Improves bus travel speed and punctuality by prohibiting ordinary vehicles from entering bus-only lanes. - Disadvantages of the median bus-only lane system - 1. If installed on roads with few or narrow lanes, both buses and ordinary vehicles may slow down. 2. U-turns for ordinary vehicles are prohibited, requiring intersection improvements such as P-turns at other intersections. 3. Lanes for ordinary vehicles are reduced; installation is possible only on roads with six or more lanes in both directions.
(2) Installation and Implementation Sections of Median Bus-Only Lanes
The median bus-only lane system will first be installed on main trunk corridor roads used by main trunk buses. However, it will not be implemented on all main trunk sections at the same time as the bus system reform on July 1, 2004. Instead, installation and implementation sections will be expanded gradually through 2006. Please refer to the image below for the detailed installation plan.
[Source: Seoul Metropolitan Government]
| Median bus-only lane sections currently in operation | |
|---|---|
| Target route | Length |
| Cheonho-daero/Hajeong-ro (Gwangjang-dong - Sinseol-dong) Samil-ro (Myeong-dong Entrance - Jongno 2-ga) | 7.6 km 1.1 km |
| Median bus-only lane sections to be installed in 2004 | |
|---|---|
| Target route (blue text indicates completion in July) | Length |
| Dobong-ro/Mia-ro (Dobong city boundary - Jongno 4-ga) Mangu-ro/Wangsan-ro (Mangu-dong city boundary - Dongdaemun) Gangnam-daero (Naegok IC - Sinsa Station) Siheung-daero/Bangbae-ro/Hangang-ro (Seoksu Station - Seodaemun) Gyeongin-ro/Mapo-ro (Onsu-dong - Seodaemun) Susaek-ro/Seongsan-ro (Susaek city boundary - Gwanghwamun) | 15.8 km 10.4 km 10.4 km 14.9 km 16.2 km 9.9 km |
| Median bus-only lane sections to be installed from 2005 onward | |
|---|---|
| Target route | Length |
| Cheonho-daero/Hajeong-ro (Gwangjang-dong - Sangil IC) Dongjak-daero/Sinbanpo-ro (Namtaeryeong - Nonhyeon Station) Tongil-ro/Uiju-ro (Gupabal - Seodaemun) Gangbyeonbuk-ro (north end of Gayang Bridge - north end of Mapo Bridge) Songpa-daero/Jayang-ro (Bokjeong-dong - rear gate of Seoul Grand Park) Gonghang-ro (Gaehwa Bridge - Yanghwa-dong) Teheran-ro/Olympic-ro (Isu Station - Cheonho Station) Gangnam-daero/Hannam-ro (Sinsa Station - Namsan Tunnel 1) Daebang-ro/Hangang-ro (Daebang Station - south end of Hangang Bridge) | 8.3 km 8.4 km 10.6 km 12.8 km 9.6 km 10.3 km 14.7 km 4.3 km 3.8 km |
(3) Median Bus-Only Lanes and Introduction of Articulated Buses
High-grade, high-capacity articulated buses will be gradually introduced on the 19 main trunk routes that operate along main trunk corridors where median bus-only lanes are installed, according to the timing of median bus-only lane introduction on each corridor. Please refer to the table below for the detailed annual plan for introducing articulated buses on main trunk routes.
| 2004 plan for articulated-bus introduction on main trunk routes | |
|---|---|
| Route No. | Operating section (blue text indicates downtown-turnback main trunk routes) |
| 100 140 370 470 | Dobongsan city boundary - Jongno 3-ga Dobongsan city boundary - Naegok IC Sangil IC - Eunpyeong Public Bus Garage Naegok IC - Eunpyeong Public Bus Garage |
| Planned new introduction on 4 routes. 20 buses planned in 2004. | |
| 2005 plan for articulated-bus introduction on main trunk routes | |
|---|---|
| Route No. | Operating section (blue text indicates downtown-turnback main trunk routes) |
| 161 200 270 500 700 | Dobongsan city boundary - Gimpo Airport Mangu-dong city boundary - Seoul Station Mangu-dong city boundary - Eunpyeong Public Bus Garage Seoksu Station - Dongdaemun StadiumEunpyeong Public Bus Garage - Dongdaemun Stadium |
| Planned new introduction on 5 routes. 53 buses planned in 2005. | |
| 2006 plan for articulated-bus introduction on main trunk routes | |
|---|---|
| Route No. | Operating section (blue text indicates downtown-turnback main trunk routes) |
| 150 160 260 300 360 400 471 600 601 701 | Dobongsan city boundary - Seoksu Station Dobongsan city boundary - Onsu-dong city boundary Mangu-dong city boundary - Onsu-dong city boundary Sangil IC - Seoul Station Songpa Public Bus Garage - Yeouido Naegok IC - Jongno 3-ga Naegok IC - Gupabal Onsu-dong city boundary - GwanghwamunGimpo Airport - Jongno 4-ga Gupabal - Myeong-dong |
| Planned new introduction on 10 routes. 73 buses planned in 2006. | |
1. Concept of the Bus Management System (BMS)
The Bus Management System refers to an organization that identifies all information on city buses in operation and controls, manages, and instructs operating buses. It will begin full-scale operation with Seoul’s bus system reform. To understand the concept of the Bus Management System, please first refer to the figure below.
[Conceptual diagram of the Bus Management System - Source: Seoul Metropolitan Government]
Based on the figure above, each bus is equipped with a communication device. The Bus Management System communicates wirelessly with each bus via satellite, identifies real-time bus operation information, and makes it possible to maintain accurate headways and punctuality and detect accidents or vehicle breakdowns. In addition, bus passengers can easily obtain real-time bus-operation information from the Bus Management System through "the Internet, PDAs, mobile phones, ARS services, and bus-operation displays installed at stops," making bus use more advanced and convenient.
2. Goals and Benefits of the Bus Management System
(1) Goals of the Bus Management System
The goal of the Bus Management System is to identify bus-operation information in real time and ultimately revitalize bus use by improving the level of bus service. To this end, its detailed goals are "accurate buses, buses for users, safe buses, and trustworthy buses," which serve as specific objectives.
(2) Benefits of the Bus Management System
- Bus passengers - 1. Provides information on expected arrival times at stops. 2. Provides comprehensive public-transport information. 3. Increases convenience by securing bus punctuality.
- Bus drivers - 1. Improves operational accuracy through instructions on headways with the bus ahead and behind. 2. Encourages law-abiding operation. 3. Enables quick and urgent responses in the event of accidents, vehicle breakdowns, and other incidents.
- Bus operators - 1. Encourages increased revenue through greater bus use by passengers. 2. Guides dispatch and operating intervals. 3. Promotes rationalized management.
- Local government (Seoul) - 1. Establishes scientific bus public-transport policy. 2. Enables efficient bus operation management and accurate data analysis.
1. Basic Concept
At the same time as Seoul’s bus system reform on July 1, 2004, the fare system will also change and improve in many areas. The basic concepts of the changing fare system can be summarized as "integrated bus-subway fare system, free transfers within the basic number of transfers, and distance-based fare system." Details of these concepts are explained below.
(1) Integrated Bus-Subway Fare System
Until now, buses and subways have each had different fare-setting methods: buses used a section-based flat fare and an out-of-city distance-based fare, while subways used a flat fare within Seoul and a distance-based fare outside the city boundary. From July 1, 2004, however, buses (excluding metropolitan express buses) and subways will be changed to a unified integrated fare system.
(2) Free Transfers within the Basic Number of Transfers
Previously, whenever passengers transferred between bus and bus or bus and subway, they received a small discount when using a card but still paid almost the full fare. From July 1, 2004, however, the system will change to a free-transfer system in which within the basic distance or up to a certain number of transfers (5 transfers), passengers do not pay an additional fare for the transport mode they transfer to.
(3) Distance-Based Fare System
For buses, a flat fare has previously applied to the entire route. From July 1, 2004, if there is no transfer during the trip, the flat fare will continue to apply. However, when transferring to another transport mode, the basic fare applies up to the basic travel distance of 10 km, and an additional fixed fare is charged for every 5 km beyond 10 km.
2. Existing Fare System
(1) Existing fare system (based on adult fares)
| Category | Subway (urban section fare, suburban distance-based fare) | Bus (flat fare) | Transfer discount (card) | ||||
|---|---|---|---|---|---|---|---|
| Single ticket | Transit card | Cash | Transit card | ||||
| Adult | Section 1 | 700 won | 640 won | Urban type | 700 won | 650 won | Subway 60-won discount / bus 50-won discount |
| Section 2 | 800 won | 740 won | Ordinary seat bus | 1,300 won | 1,200 won | ||
| Outside city boundary | 700 won up to 10 km, plus 80 won for every additional 5 km | 8% discount | Premium seat bus | 1,400 won | 1,300 won | ||
| Commuter pass | 10% bonus (10,000-won and 20,000-won passes) | Community bus | 450 won | 400 won | |||
Youth (transit card): 12.5% subway discount; 12.5% to 24.6% bus discount depending on bus type Elementary-school students (cash, single ticket): 50% subway discount; 28.6% to 57.1% bus discount depending on bus type
(2) Problems with the Existing Fare System
● Separate fare-collection systems for each transport mode - Passengers must pay a separate fare every time they transfer between public transport modes, creating a transfer barrier. The burden of separate fares when transferring becomes an obstacle to the bus system reform, which seeks to secure accessibility through feeder services and speed/punctuality through trunk services.
● Flat fare system unrelated to the level of service used - The average bus trip distance is 6 km, even considering transfers. The average subway trip distance is 12.8 km, even considering transfers. Under the existing fare system, passengers face an increased fare burden even for short-distance trips when transferring.
● Continued cash-centered fare system - Cash use restricts transparency in fare revenue, creates management costs, and causes boarding congestion.
3. The Changing Fare System
The changing fare system is based on the three basic concepts described above. It is divided into "fares applied when using only the subway, fares applied when using only buses, and fares applied when transferring," and is explained in detail below.
(1) Fares Applied When Using Only the Subway
● Adult fare - Distance-based fare applies to all sections. When using a transit card: Basic 12 km: 800 won (beyond 12 km: up to 42 km, 100 won added every 6 km / beyond 42 km: 100 won added every 12 km) However, when suburban sections are included, 100 won is added every 12 km from beyond 35 km. When using a single ticket/cash: Basic 12 km: 900 won, with the same additional-distance rule.
● Youth fare - Distance-based fare applies to all sections. When using a transit card: Basic 12 km: 640 won (beyond 12 km: up to 42 km, 80 won added every 6 km / beyond 42 km: 80 won added every 12 km) However, when suburban sections are included, 80 won is added every 12 km from beyond 36 km. When using a single ticket/cash: Basic 12 km: 900 won, with adult cash-based additional-distance rules. Transit-card users receive a 20% discount compared with the adult fare. No discount applies when using single tickets/cash.
● Elementary-school fare - Distance-based fare applies to all sections. When using a transit card: Basic 12 km: 400 won (beyond 12 km: up to 42 km, 50 won added every 6 km / beyond 42 km: 50 won added every 12 km). When suburban sections are included, 50 won is added every 12 km from beyond 36 km. When using a single ticket/cash: Basic 12 km: 400 won, with the same additional-distance rule. This is a 50% discount compared with the adult fare. For reference, as the fare system is reorganized around the transit card (T-money) from July 1, 2004, existing subway commuter passes will be abolished, while youth and university-student discount tickets will continue to be sold in a form that gives a 20% bonus on the face value.
(2) Fares Applied When Using Only Buses
Under the condition that there is no intermediate transfer, the fare applied for one standalone bus ride follows the existing flat-fare system regardless of distance. Detailed fares by bus system are shown below.
| Category | When using a transit card | When using cash / one-time ticket | |
| Metropolitan Express Bus (Red Bus) | Adult | 1,400 won | 1,500 won |
| Youth | 1,120 won | 1,300 won | |
| Elementary student | 1,000 won | 1,100 won | |
| Main Trunk Bus (Blue Bus) | Adult | 1,000 won | 1,100 won |
| Youth | 800 won | 900 won | |
| Elementary student | 500 won | 550 won | |
| Auxiliary Trunk Bus (Blue Bus) | Adult | 800 won | 900 won |
| Youth | 640 won | 700 won | |
| Elementary student | 400 won | 450 won | |
| General Feeder Bus (Green Bus) | Adult | 800 won | 900 won |
| Youth | 640 won | 700 won | |
| Elementary student | 400 won | 450 won | |
| Community Feeder Bus (Green Bus) (existing community bus) | Adult | 500 won | 550 won |
| Youth | 400 won | 450 won | |
| Elementary student | 250 won | 300 won | |
| Downtown Circular Bus (Yellow Bus) | Adult | 500 won | 550 won |
| Youth | 400 won | 450 won | |
| Elementary student | 250 won | 300 won | |
(3) Fares Applied When Transferring
Fares applied when transferring use a fare system in which the free-transfer system and distance-based fare system are calculated together. The free-transfer system means that no additional fare is charged for up to five transfers within the basic distance of 10 km. The distance-based fare system means that only a fixed additional fare is charged for every 5 km beyond the basic distance of 10 km. From July 1, 2004, under the reformed bus system, bus passengers must tag their transit card on the fare reader next to the driver when boarding and on the separate reader installed near the exit door when getting off, so that fare payment, alighting time, and travel-distance information are always recorded and the free-transfer and distance-based fare can be applied to the next transfer.
If passengers do not tag their transit card on the alighting reader when getting off, the system will not receive information on alighting time and travel distance. In that case, they may be disadvantaged by having to pay the initial boarding fare again at the next transfer instead of receiving the fare-system benefit. However, when transferring to another bus or subway, the transfer allowance time is 30 minutes from the moment the card is tagged at alighting. (However, during late-night hours from 21:00 to 06:00, the transfer allowance time is 60 minutes.) For metropolitan express buses, which have a higher base fare, transfer fares are excluded from application. In other words, after using a metropolitan express bus, passengers transferring to another transport mode do not receive the free-transfer or distance-based fare benefit. Also, when using single tickets or cash, passengers receive no free-transfer or distance-based fare benefits on any transport mode.
Finally, this fare system applies only among Seoul-licensed trunk buses, feeder buses, and downtown circular buses. Integration with buses licensed by other cities and provinces is currently under discussion with the relevant metropolitan governments (Gyeonggi-do and Incheon Metropolitan City). Detailed fare examples for transfer use through transit-card payment are as follows.
● Main trunk bus <-> subway - Adult: Basic 10 km: 1,000 won (100 won added for every 5 km beyond 10 km) - Youth: Basic 10 km: 800 won (80 won added for every 5 km beyond 10 km) - Elementary student: Basic 10 km: 500 won (50 won added for every 5 km beyond 10 km)
● Main trunk bus <-> auxiliary trunk bus or general feeder bus - Adult: Basic 10 km: 1,000 won (100 won added for every 5 km beyond 10 km) - Youth: Basic 10 km: 800 won (80 won added for every 5 km beyond 10 km) - Elementary student: Basic 10 km: 500 won (50 won added for every 5 km beyond 10 km)
● Main trunk bus <-> community feeder bus or downtown circular bus - Adult: Basic 10 km: 1,000 won (100 won added for every 5 km beyond 10 km) - Youth: Basic 10 km: 800 won (80 won added for every 5 km beyond 10 km) - Elementary student: Basic 10 km: 500 won (50 won added for every 5 km beyond 10 km)
● Main trunk bus <-> main trunk bus - Adult: Basic 10 km: 1,000 won (100 won added for every 5 km beyond 10 km) - Youth: Basic 10 km: 800 won (80 won added for every 5 km beyond 10 km) - Elementary student: Basic 10 km: 500 won (50 won added for every 5 km beyond 10 km)
● Auxiliary trunk bus or general feeder bus <-> subway - Adult: Basic 10 km: 800 won (100 won added for every 5 km beyond 10 km) - Youth: Basic 10 km: 640 won (80 won added for every 5 km beyond 10 km) - Elementary student: Basic 10 km: 400 won (50 won added for every 5 km beyond 10 km)
● Auxiliary trunk bus or general feeder bus <-> community feeder bus or downtown circular bus - Adult: Basic 10 km: 800 won (100 won added for every 5 km beyond 10 km) - Youth: Basic 10 km: 640 won (80 won added for every 5 km beyond 10 km) - Elementary student: Basic 10 km: 400 won (50 won added for every 5 km beyond 10 km)
● Auxiliary trunk bus or general feeder bus <-> auxiliary trunk bus or general feeder bus - Adult: Basic 10 km: 800 won (100 won added for every 5 km beyond 10 km) - Youth: Basic 10 km: 640 won (80 won added for every 5 km beyond 10 km) - Elementary student: Basic 10 km: 400 won (50 won added for every 5 km beyond 10 km)
● Community feeder bus or downtown circular bus <-> subway - Adult: Basic 10 km: 800 won (100 won added for every 5 km beyond 10 km) - Youth: Basic 10 km: 640 won (80 won added for every 5 km beyond 10 km) - Elementary student: Basic 10 km: 400 won (50 won added for every 5 km beyond 10 km)
● Community feeder bus or downtown circular bus <-> community feeder bus or downtown circular bus - Adult: Basic 10 km: 500 won (50 won added for every 5 km beyond 10 km) - Youth: Basic 10 km: 400 won (40 won added for every 5 km beyond 10 km) - Elementary student: Basic 10 km: 250 won (30 won added for every 5 km beyond 10 km). However, the fare for main trunk buses is the basic fare for high-grade high-capacity articulated buses, low-floor buses, and CNG buses; other vehicles apply the auxiliary trunk bus fare.
1. Public Confusion Due to Route Number Changes
With Seoul’s bus system reform on July 1, 2004, Seoul city buses will face a complete reshuffling. One of the biggest changes at this time is that all Seoul city-bus route numbers will change. Of course, changing to route numbers systematically organized by operating zone is a welcome step, but passengers are still expected to experience considerable confusion over the sudden number changes. However, Seoul appears to be publicizing only the fact that the bus system is changing, while detailed publicity on route-number changes still seems insufficient. If, after the reform, the city directly publicizes the new route numbers at least for routes that remain mostly unchanged, it would be a great help to passengers.
2. Issues with Metropolitan Express Buses and Median Bus-Only Lanes
Existing Seoul-licensed premium late-night/seat buses starting in Gyeonggi-do have been converted into metropolitan express buses while keeping their existing routes. However, within Seoul, most of these buses operate along main trunk corridor sections where the median bus-only lane system is implemented. These metropolitan express buses are scheduled to stop at every stop even in median bus-only lane sections, which may undermine the meaning of a metropolitan express bus. Therefore, metropolitan express buses should hand over local functions within Seoul’s main trunk corridors to trunk buses and stop only at major stops, so that they can achieve their original express and high-speed function within Seoul’s urban main trunk corridors. To do so, when installing median bus-only lane stops, sufficient passing lanes should be secured so that metropolitan express buses can operate nonstop where appropriate.
3. Fare-System Issues
The fare system to be implemented with Seoul’s bus system reform will certainly bring many benefits to passengers living inside Seoul. However, there are criticisms that for passengers in nearby Incheon Metropolitan City and Gyeonggi-do, it is a fare system that only increases the burden. Seoul should prepare supplementary fare-system measures for these passengers.
4. Community Bus Issues
Currently, feeder buses have been divided broadly into general feeder buses and community-bus-type feeder buses. However, both use the same BI-based green color scheme, while the former has a basic transit-card fare of 800 won and the latter 500 won, creating a considerable fare difference. Because buses with the same color under the same BI have clearly different basic fares, this can become a major source of confusion for ordinary passengers. Therefore, before implementing the bus system reform, improvements to the BI are needed so that passengers can easily distinguish community-type feeder buses. In addition, there is news that after the reform, some community-bus operators may convert to Seoul city-bus licenses and become general feeder buses. If so, those operators will also need measures such as upgrading vehicles to a level appropriate for city buses.
5. Issues with Bus Systems in Nearby Cities and Provinces
One of the most regrettable points in this bus system reform is its relationship with the bus systems of nearby cities and provinces. Seoul city is no longer served only by Seoul city buses. In reality, city buses licensed by Incheon Metropolitan City and Gyeonggi-do operate in Seoul in numbers comparable to Seoul city-bus routes. Yet there is no shared system with these buses, whether in fare systems or route numbering. This is why, after the July 1 reform, citizens from Gyeonggi-do commuting to Seoul may have to pay higher fares than Seoul citizens. Think about it. Most passengers on Gyeonggi-licensed city buses traveling to and from Seoul transfer from the outskirts of Seoul to other transport modes in Seoul. Despite this reality, when passengers on Gyeonggi-licensed city buses transfer to other transport modes in Seoul, except for Seoul-licensed metropolitan express buses, they must pay a new basic fare rather than receiving a free transfer. In the end, this will increase the fare burden on Gyeonggi residents and may even cause them to turn away from bus use. At the very least, Seoul’s new bus system should quickly share its fare system with nearby cities and provinces, creating an environment that satisfies users of both Seoul city buses and nearby city/province buses.
Conclusion
So far, we have looked at the overall outline and issues of Seoul’s bus system reform, which is scheduled for full implementation on July 1, 2004. Of course, there is no such thing as a perfect policy in this world. However, when a policy is drafted, it is important to prepare and make efforts so that everyone connected to it can be satisfied. The same applies to Seoul’s bus system reform. During the remaining period before implementation, the relevant agencies should prepare more thoroughly and make stronger efforts to supplement any parts that may be wrong or could cause problems, so that the policy can satisfy as many bus passengers as possible.
[Photo description: Seoul feeder bus BI applied to Benz’s medium-sized low-floor bus model O520 Cito]
And, as symbolized by the photo above, we hope that this Seoul bus system reform will become a successful policy until the day when the most ideal buses are introduced even among medium-sized buses mainly used for feeder services. With that hope, this article comes to an end.
[Service File] Those who need it may click the button below to download it.
This Service File is a file that shows how Seoul’s current city-bus route numbers will be reorganized after the bus system reform on July 1, 2004.
