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윤혁렬 ( Hyuk Ryul Yun ),김승준 ( Seung Jun Kim ),안기정 ( Gi Jung An ),명지원 ( Ji Won Myung ) 서울시정개발연구원 2010 연구보고서 Vol.2010 No.7
The 7 LRT lines in the "Seoul 10-Years Urban Railway Master Plan" were designed to redress past inequality of public transportation across communities. The benefits of which were found to clearly outweigh the costs, then the government announced that the infrastructure projects would be implemented in private participation manner. It is, however, time to find a better way to lead to successful launch because citizens have expressed concern over slow progress in railway projects due to low profitability and high financial risk of current market conditions. As mentioned, it is difficult to expect high profitability for the 7 LRT lines because they were planned with a focus on improving fairness of public transportation. In particular, the quantitative analyses for some railway lines indicate that there would be value for money in pursuing government investments over private participation schemes. Under the unfavorable circumstance of attracting more private investment for these lines, the government needs to develop new strategy to speed up the railway project. This research suggests that the government controls over investment and construction of infrastructure and sells the right of operation to private sectors after the ramp-up periods of the next two to three years, as opposed to the traditional process, where public and private sectors cooperate for whole process, from beginning to end. There are four advantages to this process. The first is that the government is able to finance capital for infrastructure construction at very favorable rates, resulting in overly large cut in its expenditure. The second is that with the new strategy of allowing private sector operations after construction it is possible for the government to withdraw in the short term some of its capital investment. The third is that private sector operations increase competition and efficiency in service provision, Lastly and more importantly, private sectors assess and manages risks due to uncertain demand, which is expected to be stable during ramp-up period. The LRT projects may not attain financial viability on account of inadequate revenue with the current integrated distance-based fare system. In order to seek affordable fares with financial viability, therefore, a sensitivity analysis was performed for the level of fare increase, distance-based fare rate increase, and fare exemption for the old. The results indicate that the increase in fares to 1000~1200 won would generate additional 7.4~19.6% revenues, the change of distance-based fare rate leading to the increase in the order of 4.5~9.88%. In addition, two fare schemes, providing exemption to older people who are at least 70 years and offering only 50% discount over full fare exemption, result in 4.5~9.88% fare increases. In oder to promote a business incidental to a railway enterprise a total of 16 railway stations among 25 changeover stations between the existing subway lines and the planned LRT lines were identified. These are more intense transfer hub stations, where bridging the space property and the development of interactive subway is highly possible. In particular, Dong-Buk line and Seo-Bu line would provide the greatest opportunities to offer maximum economic development, which include the development of trasfer-passageway as well as station rehabilitation. A comprehensive plan regarding a business incidental to a railway enterprise is a starting point for the LRT projects to be more effective and viable. It is expected that recent revision of standards covering all aspects related to urban railway construction would help in reducing approximately 10% construction costs for ticket facilities, stairs, public rest rooms, and station platforms. Also, adding more flexibility to build operating management possibly leads to significant cost savings, which enables operators to control railway stations more efficiently in either a human-supervised or in an automatic centralized manner.
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지속가능한 복지의 구현을 위한 교통부문의 역할 정립 및 확대방안
이신해 ( Sin Hae Lee ),윤혁렬 ( Hyuk Ryul Yun ),변미리 ( Mi Ri Byun ),박지훈 ( Ji Hun Park ),전재현 ( Jae Hyeon Jeon ) 서울시정개발연구원 2011 연구보고서 Vol.2011 No.19
As transport welfare for socially underprivileged groups including the disabled and the elderly emerges, awareness of welfare is growing in the transport sector. And socially, the target of welfare changes from selective welfare for the specific class to universal welfare for all citizens. Also as the status of public transportation rises as a travel mode that all citizens are using in Seoul, wide range of services including welfare as well as the basic feature such as just transportation are required for the public transportation. However, the transportation policies accompanied by these welfare services can cost significantly, so it should be considered whether the transport welfare policies are financially sustainable. Therefore, this study established the concept of the sustainable transport welfare, analyzed the welfare elements and costs of current transportation policies in Seoul, and suggested directions for the sustainable transport welfare. Sustainable transport welfare is to pursue reasonable distribution in order to avoid consuming excessive resources and finances in the area of the public transportation, consistently proceeding with selective welfare. In the analysis results of the welfare elements of current transportation policies in Seoul, it is found that the following transport welfare policies are being implemented actually. The selective welfare policies are subway free-ride, call taxi for the disabled, expansion of non-step buses, barrier-free transport environment for the transportation vulnerable, and expansion of barrier-free facilities at subway stations for the transportation vulnerable. And the universal welfare policy is transfer discount policy of public transportation (free transfer). These selective welfare policies need to be consistently maintained for the transportation vulnerable. In case of the universal welfare policies, it costs excessively because all users are the beneficiaries of the universal welfare for the public transportation, so analysis in terms of sustainable transport welfare is required. In the analysis results of the welfare costs consumed for the current transport welfare policies in Seoul, it is found that the welfare effect in the transport sector is approximately 725.5 billion won annually. -Among that cost, the welfare costs of transport-related policies which were classified as social welfare sector and already being implemented, i.e. the transport welfare costs which are recognized as the welfare previously, are approximately 58.3 billion won annually. And the transport welfare costs consumed for the transport welfare policies, which were expanded in this study from the analysis of welfare elements of Seoul city`s transportation policies, are approximately 667.2 billion won annually. -In case of the selective welfare policies, it is desirable to maintain current policies because Seoul city can afford those due to the relatively less costs and those have been continuously performed for the purpose of guaranteeing mobility right for the transportation vulnerable. However, in case of the subway free-ride policy, it can become financially unsustainable. Because the welfare policy costs significantly than any other selective welfare policies - the estimated cost of that policy was approximately 221.9 billion won in 2009 - and the costs will increase as free-ride of the elderly increases due to population aging. Thus, change of the funding system is required such as financial support from the central government who caused the enactment of the free-ride act. -The estimated cost of transfer discount policy of public transportation, the universal welfare policy, was substantial with approximately 411.5 billion won in 2009. The current transfer demand has stabilized, so the welfare cost for that policy is expected to be maintained or rise slightly. But the welfare cost will be a financial burden to Seoul city consistently, because the current welfare cost occupies a significant percentage of city`s finances. Transfer discount policy is universal welfare policy which confers a benefit on all citizens of Seoul metropolitan area as well as those of Seoul city and this policy need to be maintained continuously. Therefore, active financial support from the central government is required.
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교통관리 최적화를 고려한 서울시 도로교통시설물 상시유지 관리방안
신성일 ( Seong Ii Shin ),윤혁렬 ( Hyuk Ryul Yun ) 서울시정개발연구원 2008 연구보고서 Vol.2008 No.7
Background and Purpose The deterioration of road facilities results in their capacity degeneration and this can lead the reduction of users` benefits and the increase of riskiness for disasters. In addition, as facilities should be replaced with new ones, this takes lots of reconstruction cost and national disadvantages. Road facilities in Seoul are now supervised by regular inspection in an aspect of maintenance and repair. Owing to insufficiency of administrative and financial support, financial and personnel management are utilized inefficiently. The durability of various facilities constructed from 1960`s to 1970`s is almost fifty years and therefore large-scale reconstruction will come around 2010`s and 2020`s. According to the advent of ubiquitous society, the changes of maintenance systems of road facilities need to be accompanied. In developed countries, the concept of asset management for road facilities based on information technology is already introduced but there are only a few trials for collecting and saving information in Seoul. In this research, the direction for asset maintenance system of road facilities in Seoul is proposed in order to increase the efficiency of safety and management for road facilities. Implication from Previous Case Studies and Development Direction in Seoul There are too many management subjects and scattered management systems. Thus, this gave birth to lower relationship among affairs from each management part and high dangerous problems due to long term work. Seoul has a high position as an advanced information technology city and it is necessary to integrate the management of administrative affairs. In addition, Seoul needs to recognize road facilities as assets of Seoul and should try to enhance their own value. The direction of road facilities management proposed by this research is separated into three categories; first, exact information of road facilities, maintenance manpower and equipment is necessary for increasing the confidence of asset management prediction and analysis. Second, saving the cost by efficient utilization of human resources and materials is also essential. Third, by measurement of work results and maintenance, the efficiency of works would be increased. Asset Management System for Road Facilities in Seoul First, it is necessary to standardize previous and future road facilities in order to set up the asset management system for road facilities in Seoul. Maintenance policies are also proposed not by supervisor`s experiences but by scientific operation process. Moreover, overall service level of management should be increased by management of maintenance index and the system related with GIS, personnel management and financial affairs should be developed. Asset management system for road facilities in Seoul includes integrated asset management system, accounts, financial affairs, personnel management and other supporting systems. This research pursuits low maintenance cost and high efficiency with this. Asset management system for road facilities consists of supervisors, maintenance managers and portal website with information for users. Moreover, this system should be designed for supporting the convergence of personnel management, accounting systems and other systems. Lastly, system information, standards, index and operation management should be included as contents in asset management system.
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