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Social Environment Changes and Seoul Citizen’s Mobility

Gyeong-sang Yoo ․ Hyukrul Yoon ․ Wonho kim ․ Shinhae Lee ․ Seungjun Kim ․ Sangyeon Hong ․ Miri Byun ․ Sangmi Jeong ․ Junhyoung Yeon

Seoul has already entered an aging society due to low fertility and increased non-marriage, and the number of single-person households has soared to about 30% of all households. Changes in the social, economic and cultural environment such as increase in youth unemployment, income disparity, and reduction of working hours have inevitably caused many changes in Seoul citizen’s travel behavior. In this study, we analyzed the change of travel behavior of Seoul citizens during 2006~2016, and found the following policy implications that can be referred to when preparing and implementing relevant transportation policies in the future.

First, the number of elderly passenger’s trip increased by 1.01 million a day during 2006~2016, of which about 0.87 million trips were on foot/bicycle trips. Therefore it is urgent to improve the pedestrian infrastructure for the elderly passenger’s safety and mobility support.

In addition, traffic accidents caused by elderly drivers have also surged due to the 82.4% increase in elderly passenger’s self-driving during this period. To reduce these traffic accidents, it is necessary to develop and implement the various policies such as reinforcement of the elderly driver’s aptitude test and license management, improvement of public transportation and road facilities, establishment of a platform for elderly person’s mobility support, and production of public transportation vouchers.

Second, during this period, the number of trips by singe-elderly-person households increased by more than two times, and a majority of these trips occurred in low-income households with monthly incomes of less than 1 million won. Therefore, it is necessary to support their mobility in terms of traffic welfare. For example, we can think about establishing a new platform linking taxis and volunteer groups to them, and providing various means such as special transportation mode and public transportation welfare cards.

Thirdly, single-young-person households tends to have a passenger car and self-driving even though the income is low. Most of these self-driving passenger’s trips are for work and business, and short-distance trips less than 5km account for 22% Respectively. In addition, it is analyzed that residential area and active area have a similar distribution in the single-young-person households, and it is found that the short distance trip less than 5km is generated more frequently than the young-person group. Therefore, it is necessary to consider these characteristics of them, who is in the mainstream of the population, when the car demand management policy is implemented.

Lastly, despite the fact that single-young-female households have a higher use rate of public transportation than single-young-male households, women have a great concern about their safety in public transport facilities. Therefore, there is a need to strengthen and improve facilities to create an environment in which women can use public transportation more conveniently.