The starting point of this ordinance was the intention to resolve the structural inequality of ‘urban rail-centered transportation support’ stipulated by the current Elderly Welfare Act. Currently, seniors living in areas far from subway stations or highly dependent on buses have difficulty fully enjoying the benefits of free subway riding, and this has been criticized for deepening the gap in transportation welfare depending on residence. The 'Seoul City Transportation Cost Support Ordinance for the Elderly' proposed by Lee Byeong-yoon, Chairman of the Transportation Committee of the Seoul Metropolitan Council, is intended to correct this imbalance and realize practical transportation welfare by improving the convenience of daily transportation for the elderly. The ordinance stipulates that the mayor of Seoul establish a support plan every year, demonstrating his will to establish a sustainable institutional foundation rather than simply providing one-time benefits.

However, no matter how good the intention of the policy is, we cannot help but examine the financial feasibility of supporting it. According to an estimate by the Seoul City Council Secretariat, issuing free bus transportation cards to seniors over 70 years of age is expected to cost a huge budget of approximately 578.8 billion won over the next five years. In particular, the fact that the population aged 70 or older is increasing by about 5% every year as the pace of aging is accelerating is a critical variable that increases financial burden. A budget of approximately KRW 104.7 billion is required in the first year when the system is fully implemented, but costs are expected to increase to KRW 127.5 billion per year by 2031, requiring a cautious approach to long-term financial management plans.

This ordinance has special political and policy weight as it is closely related to Seoul Mayor Oh Se-hoon's pledge for the 9th popular election. During the past local elections, Mayor Oh pledged to allow seniors over 70 years of age to use buses free of charge, and presented a specific plan to utilize the surplus in government subsidies generated during the integration of the Climate Companion Card and K-Pass as a financial resource. Nevertheless, there are many hurdles to overcome before the actual implementation of the system. Simply passing an ordinance does not mean an immediate free ride. Administrative procedures and a sophisticated system design process, such as Seoul City's budget planning priorities and consultation with the Ministry of Health and Welfare regarding the establishment of a social security system, must be preceded.

The cases of local governments, such as Daegu and Gyeongbuk, that proactively introduced free bus riding are an important lesson for Seoul. However, considering the unique characteristics of Seoul, which has a dense subway network and an overwhelming number of public transportation users, some point out that it is difficult to simply apply models from other regions. The variables that need to be considered are very complex, including the transfer system between subways and buses, and the transportation industry's loss compensation issues due to changes in public transportation usage patterns among the elderly. Therefore, even if this ordinance passes the plenary session on the 24th, the actual implementation of the policy in the field is expected to reveal its specific outline only after more detailed policy supplements and financial security strategies are prepared.