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metropolitan bus system in Seoul, Korea False False False

By Cristián Canales.

In July 2004, the Seoul Metropolitan Government undertook an ambitious reform of the bus system, with the aim of creating an integrated network and improve the level of public transport system. The old system, which enhanced the competition between the subway and the bus was converted into a mutually beneficial supplementary interconnection.

The bus route system became a modal system. The operation went from being semi-private, public authority decides to transport routes and methods of operation, while the actual management is carried out by private companies as qualified. Were established 36 km of bus lanes on main roads in 2005 and is expected to reach 170 km in the near future. Also implemented a new fare system for transfers between bus and metro, and a smart card (contactless RF). Currently manages the routing of the buses and their distribution by System Management Bus, and a GPS.

At 6 months of project implementation, and positive results were observed in number of passengers, security, punctuality and reliability. The average daily use has increased by 620,000 passengers and 760,000 passengers transfer. The bus speed has doubled, reaching 22 km / h. Public transport as a whole has increased its revenues by 12.9% and 2.5% by bus. The project will be extended to the entire area covered by the metro network and implement more restrictive policies of automobile traffic.

The following are the five key features that highlighted in this new system:

1. Simplified the bus routes.
2. Has established four different categories of buses.
3. The current fixed price system has been replaced by a new tariff system based on the distance you travel. The metro has also adopted this system.
4. The number of buses indicate the different areas of Seoul, making it easier for passengers to identify the origin and destination.
5. The installation of satellite communication system allows passengers to check the arrival time of buses using cell phones or PDAs.

bus type and rates

applies the following basic rate if it is not transferred to another bus any distance. Exchange rate: 1 peso = 0.55 won

Discount transfers

The basic fee covers the first 10 km. plus 100 won for every 5 additional miles. With the new fare system, passengers will benefit in prices when they need to transfer from bus to bus, bus to subway or vice versa. For example, if you make a trip of 14 km underground, and transferred to a bus for another trip of 5 miles within 30 meters from the subway exit, you pay only 800 won for the first 10 miles plus 100 won for each additional 5 kilometers, so in this case, you apply the sum of 1,000 won on the card. Transfer discounts only apply if passengers make the transfer within 30 minutes after marking the exit to get off the bus or subway exit. Transfers discounts only apply as long as the output dial.

transport card Seoul - T-money


T-money is the new card for transport in the city of Seoul, which can be used for both bus and subway. T-money card can be prepaid or pay after use through credit cards. The prepaid card can be used only for public transport, you can find the type "popular" (of 1,500 won) and type "luxury" (2,500 won) to accumulate points for the services used by the affiliated companies.

T-money cards can be recharged easily in any place selling them at kiosks or from the sum of 1,000 won to 90,000 won. Those who leave Seoul and did not need more of this card can receive the remaining amount on the card, less the 1,500 won on the value of the card anywhere selling T-money card. With the use of T-money card, passengers can enjoy more benefits in rebates than paying cash. For example, if you take five times the bus or subway for a distance of less than 10 kilometers, will apply only the minimum rate of 800 won, while if you pay cash, the total amount paid for this trip will be of 4,000 won.

Toro Poptropica Alien

The parade of ¨ Technology · before the investigative commission Transantiago, now it was time for the former president of Metro, Fernando Bustamante. According to La Tercera, Bustamante blames the current government about the serious problems it has had the plan, to give beginning in February 2006 even if no were ready all the stops, stations or intermodal equipment in vehicles for fleet management.

Would it work better if that system existed? Undoubtedly so, especially the technological support to manage the (low) current frequency and the same number of buses, reduce waiting times. However, all these delays are not the sole responsibility of the current government, the fragility of Transantiago-patent through countless failures and delays "comes from the former government, being part of the problem inherited. It can not last a junior government is wrong to say that this government exclusive jump-start the plan on 10 February, to the justified suspicion that things would be alright. The basic question is how is it possible that after four postponements, the date has not yet given the basics to ensure a decent quality of service? That obviously comes from behind. With everything that has happened, it is clear that it was a mistake to start with the plan in February, but the government was between a rock and a hard place, because a further postponement came with a storm of criticism (possibly, they would be higher than estimated which have now been received) to stop further release the plan in 2008, an election year, all explaining the decision made but not justified. Returning

Bustamante, before the million dollar question "was a mistake Metro prioritize investments in infrastructure over the Transantiago? Responds that is not conflicting with · Interests Transantiago because Metro provides a good surface transport ¨. Perhaps Bustamante spent a couple of nights thinking how to answer this question. The answer is correct only in one case, if the plan has a budget almost infinite, capable of building more subway and bus infrastructure at the same time. The obvious counter question is: Rethink your answer, if I add that because of the 2,000 million dollars spent to double the underground, leaving only crumbs for the infrastructure for buses?

The Transantiago gestation stage (or rather, the Transport Plan for Modernization of Santiago), at the dawn of this millennium, Germain belt was in charge of the plan and his vision was exactly the opposite, the buses priority on the underground (view also of the transportation engineers, at least those who give their opinion publicly and Slaughterhouse-Palma, for reasons explained in at least five items), while on the other side was Bustamante, bidding to make meters . I do not know how important was the work of Metro's decision Ricardo Lagos, or whether it was completed only convincing, but the results are clear: Belt out Transantiago, a ton of money for Metro, buses in state of disrepair and users realize the importance of transportation in their lives the hard way.