One-point-three-billion people "What do you think about this number?" It could reflect the Chinese population or the number of ants in an anthill. However, I’d say the figure represents the number of passengers who use the Seoul Metropolitan Subway every year. In spite of its heavy use, the Seoul Metro system could use improvement in some areas. Comparing the Seoul Metro with Toronto’s subway system, the Toronto Transit Commission (TTC), which I rode in regularly last year, I’d like to introduce some improvements the Seoul Metro system could import from the TTC. These improvements would make me proud of my local transportation system.

Because the population density varies significantly between Seoul and Toronto, their respective subway transportation systems are very different as well. The Toronto subway system consists of two major lines. One of them connects east and west, while the other connects north and south. There are also two short lines connected at the end of each major line. Since there are many parts of the city that the subway is unable to reach, it is difficult to get to a destination without the use of buses or street cars. For example, when I was in Toronto, my home was located on Jane Street, which is 45 minutes away from the nearest subway station, Wilson.

Seoul has a population density five times that of Toronto’s. So the city relies on the metro system to reduce traffic chaos. Operating subway lines 1 through 4 in the highly dense metropolitan area of Seoul, the operator Seoul Metro transports an average of four million people each day, or 45% of daily subway passengers in the city. While the TTC consists of about 80 stations, the Seoul Metro system has about 250 stations. The Seoul Metro system reaches just about every nook and cranny of the city. Shuttling between the many different stations, passengers can go anywhere in Seoul without the traffic jams. However, the crowded subway train every morning is a problem awaiting a solution. 

The two subway systems also employ different fare structures. The Seoul Metro transit fare is set on a distance scale. That means that between 10km and 40km, passengers must pay an additional 100 won per 5km. For passengers traveling over 40km, it charges 100 won per 10km. You can see how much you have to pay for your destination on a fare table at each station. The basic fare depends on your age, but comes to less than 1,000 won for all ages. Considering transfer costs, a trip from the eastern end to the western end of Seoul only costs 2,000 won. Needless to say, you can choose between a prepaid or deferred transportation card and cash.

The TTC fare system accepts cash, tickets, tokens, and transit passes as well. However, the fare is three times that of the Seoul Metro system in each age bracket, but sometimes it doesn’t seem that pricey. Passengers must pay $3.00 for a TCC ticket, but unlike the Seoul Metro system, the TCC doesn’t charge for distance.

When it comes to facilities for disabled people and the elderly, the Seoul Metro system needs to follow the TCC’s accessibility system. While Seoul does have plenty of stations that emphasize accessibility, many disabled people still see the easy operation of the metro system as a pie in the sky issue. People with disabilities have trouble with narrow corridors for the platforms and the many raised areas, and there is a shortage of elevators. For examples of these three troubles, look no further than the Dongdaemun Culture Park Station and Sinchon Station on Line 2. Frankly speaking, it is extremely difficult for disabled people and the elderly to ride on the subway by themselves in Seoul.  

In contrast, the TTC provides door-to-door services for persons with physical disabilities in the form of Wheel-Trans. Since the Wheel-Trans service is connected with the subway stations directly, those who use it don’t need to traverse stairs to ride on the subway. The fare for Wheel-Trans is included in the subway fare. Contrary to Seoul Metro system, the TTC has been impressive in its efforts to minimize the number of raised spots in every station. However, the platform screen door system for passenger safety found in the Seoul metro system is a superb example of something TTC should consider. By the end of 2009, all 289 stations operated by Seoul Metro in the Seoul metropolitan area were equipped with platform screen doors, while the Toronto subway system plans to begin the process of adding screen doors at select subway stations.

Seoul has a high population density, so efficient public transit is necessary. Needless to say, the Seoul Metro system has an outstanding record of accessibility that cannot be compared with TTC. The nearly 290 stations demonstrate this opinion. As for the fare system, the ability to cross Seoul for only 2,000 won is a great value. Considering the 43,000 won that distance would cost via taxi, the subway fare is very inexpensive. However, the Seoul Metro should solve the difficulties people with disabilities face through TTC’s example. By considering this issue, Seoul Metro can take a step forward in becoming a real welfare state. 

KMU International School (KIS) Kwon Hyuk-Joon(Freshman)

dalbon86@naver.com