March 1945: Taxis in Seoul nearly vanish, rickshaws exploit passengers, yet Japanese and Korean collaborator elite still get chauffeured drunk to bars and brothels

In the last months of World War II before Imperial Japan’s surrender, the public transportation infrastructure in Seoul was in a state of near total collapse, as described in this March 1945 article of Keijo Nippo, the main newspaper of colonial Korea. Vehicles of all types, including trains and streetcars, were breaking down. Due to fuel shortages and repair difficulties, taxis had become so scarce that only a handful were running, mostly reserved for weddings, funerals, or by those with enough money and influence to supply their own fuel. Human-powered rickshaws came to replace the taxis, but they largely ignored the needs of the ordinary citizenry, tending to concentrate around the entertainment districts to serve rich and powerful customers (Japanese and Korean collaborator elite) who didn’t mind paying exorbitant black-market fares. This article describes how, while there were plenty of rickshaws willing to carry drunken men to the red-light districts, none were willing to help elderly women who were stranded at the train station with heavy luggage. Even bicycle-powered rickshaws were rare luxuries, since parts and repairs were nearly impossible to obtain in the war economy.

Original caption: Rickshaws scrambling for passengers at the front of the train station

The article also highlights how rickshaw pullers received no special food rations, despite their physically grueling work. In wartime Seoul, wages in yen mattered far less than access to special food rations. The fact that barbers received food rations while rickshaw men did not was cited as fueling black-market pricing and disorder in the transportation sector.

Through this article, we catch a glimpse of how colonial Seoul’s public life was breaking down under the combined strain of shortages, corruption, and inequality. The transportation system became a mirror of the larger wartime crisis: a city where even getting across town required pleading, connections, or bribes, and where basic mobility revealed the stark divide between the privileged Japanese and Korean collaborator elite and the ordinary people.

TLDR: By spring 1945, taxis in Seoul had nearly vanished due to wartime shortages, becoming luxury vehicles for special occasions, largely replaced by rickshaws which gouged customers and mostly catered to Japanese and Korean collaborator elite in entertainment districts. Even bicycles were scarce luxuries, and rickshaw pullers, denied adequate food rations, turned to black-market practices, showing how food rationing mattered more than cash in those days.

[Translation]

Gyeongseong Ilbo (Keijo Nippo) March 26, 1945

Let’s Display Fare Tables Inside Rickshaws!
Disorder from Rickshaws “Pooling Together”
Sunday Paper Inspection: Vehicles

Lately, streetcars can no longer be relied upon, so in the end, people with urgent errands and elderly passengers, women, and children have to rely upon automobiles, hand-pulled rickshaws, and bicycle-powered “welfare” rickshaws for transportation. But can passengers actually ride these rickshaws comfortably? Let us cast an inspector’s eye on the situation.

Hand-Pulled Rickshaws

In the days when taxis were flourishing, the shabby hand-pulled rickshaw had been forgotten, regarded as a relic of the past, and had all but disappeared. But now, when taxis are nearly impossible to access, the reality is that one must bow and plead to be allowed to ride in a rickshaw. Even after persuading a puller and setting off, when the time comes to pay, the puller will suddenly demand “Please be more generous,” and insist on double or triple the regulated fare.

According to the fare revision of February this year, even if one were to ride across Seoul from end to end, the maximum fare should not exceed five yen. For example, from Dongdaemun to Yongsan Station is four yen, while from Seoul Station to Chōsen Industrial Bank is fifty sen. Even these revised fares represent roughly a doubling of the earlier prices.

Looking at the Honmachi police district, where there are the most depots, there are ten depots and 261 rickshaws registered. Excluding broken rickshaws and shortages of pullers, about 220 are actually in operation. Some depots have “pooling” arrangements, where pullers who own their own rickshaws gather together to form joint depots. These so-called “pooled” depots easily disrupt order and ought to be dissolved and transferred to regular depots.

The fare problem remains. If every puller had the chivalrous temperament of the legendary outlaw “Muhōmatsu,” illegal fares would not run rampant. To be sure, the difficulty of repairs and food shortages are matters for sympathy, but still, dishonest pullers should not be tolerated. The February fare revision abolished the earlier meter system, and since most passengers do not know the regulated rates, they are easily exploited. Authorities currently require the fare table to be posted only at depots, but why not make small versions and require them to be posted inside each rickshaw? A receipt-slip system, recording distance and amount, exchanged with the fare, would also be good. In fact, Seoul Station depot is about the only one implementing this properly. Other depots should quickly adopt a mandatory receipt system.

Pullers complain that, despite the labor involved, they receive no special food rations. This is one cause of the black-market fares. If even barbers receive special food rations, surely men who run around pulling passengers all day should be considered as well. If food rations are too difficult, then all pullers should be enrolled in the Labor Service Association and allowed to use the association dining halls.

As a rule, rickshaws are forbidden to pick up passengers outside designated stands, but this rule is scarcely observed. It is outrageous that there are rickshaws to carry drunken men to the red-light districts, yet none to carry elderly women stranded late at night with heavy luggage at the station. Ghostly pullers loitering in suspicious quarters outside stands must be strictly suppressed by the authorities. Likewise, the dishonorable “gentlemen” who, relying on their wealth, recklessly throw down bills far beyond the proper fare and thereby disrupt order, should engage in serious self-reflection.

Passengers too must not simply pay the dishonest fares that are demanded by the puller, but should always insist on receiving a receipt listing the operator, the puller’s name, distance, and payment amount as proof for later. The murky state of rickshaw operations should not be blamed only on the pullers. As in other spheres, the unscrupulous attitude of the nouveau riche- “as long as you have money, anything goes” – has naturally helped create this climate.

Welfare Rickshaws and Automobiles

In place of hand-pulled rickshaws, the “welfare rickshaw” (bicycle-powered) has emerged in step with the times. However, since bicycles themselves cannot be shipped in reliably and repairs are difficult, the number of welfare rickshaws operating in Seoul is only about fifty, which are too few to matter. In terms of fares and treatment, they may be regarded the same as hand-pulled rickshaws, since the standard fare is identical. Their transport companies should also adopt a receipt-slip system.

As for taxis, they no longer resemble their former selves. Of about sixty taxis in Seoul, only twenty are barely running, hampered by fuel shortages and repair difficulties. Fares remain by charter or by meter, as before, but in practice they are used only for exceptional cases such as weddings or funerals. Some operators even demand that passengers bring their own fuel, extracting hefty profits, but such operators ought to reflect on their conduct. With fuel and materials growing ever scarcer, taxis may soon be forced to disappear altogether. [Photo: Rickshaws scrambling for passengers at the front of the train station]

[Transcription]

京城日報 1945年3月26日

乗り物：俥内に賃金表を
秩序を紊す『持寄り』
日曜紙上査察

このごろの電車も仲々あてにならないし、結局急ぎの用とか、老幼婦女子の足を確保してくれるのは自動車、人力車、厚生車などであるが、果してこれらの俥に気持ちよく乗れるかどうか査察の眼を向けて見よう。

人力車：かつてタクシー華かなりしころ、うす汚い人力車は昔の遺物のごとく忘れられ、すっかり影をひそめていたが、タクシーなど思いもよらぬ今となっては平身低頭してやっと乗せて貰えるというのが現状。さて拝み倒すようにして挽子を納得させた上、俥を走らせ料金を払わんとすると、挽子は『もっと考えてやって下さい』と居直り規定料金の二倍、三倍を要求する始末である。

今年の二月改正になった規定料金でゆけば京城府内の端から端まで乗り廻って見ても五円以上の料金をとられることはない。例をとると東大門から龍山駅前までが四円、京城駅から鮮銀前までが五十銭となっている。これでもこの改正料金は従前の約二倍の値上げを行っている。

最も帳場の多い本町署管内を中心にしてこれらの現状を追求して見る。本町管内で帳場が十ヶ所、台数が二百六十一台その中で故障俥や挽子不足による動かない俥を除けば現在二百二十台が走っている。さてこの帳場の組織であるが、中には俥を持った挽子がお互いに寄り集って一つの共同帳場を形成しているものが相当ある。所謂『持ち寄り』というのだが、これなどはとかく秩序を紊しやすいから解体し、他の帳場に移るべきであろう。

賃金の問題であるが挽子の全部があの無法松のごとき気質の持ち主であれば闇賃金なぞ横行しないであろう。そうはいかない修理難、食糧不足など同情すべき点もあるが、そうかといって不正挽子の横行は許さるべきではない。二月の改正料金によって以前のメーター制は撤廃されているが、客が規定料金の基準を殆ど知っていないということが、挽子に乗ぜられやすい一つの弱点である。当局は規定料金表の明示を帳場のみに指定しているが、その料金表を小型にして各俥内に掲示しておくようにしてはどうか。距離と金額を記載した領収証となる伝票を料金と引き換えに受け取る伝票制もよいが、現にこれを大体確実に実施している帳場は京城駅内の帳場位であろう。他の帳場も絶対伝票制を速やかにとるべきである。

挽子の悩みであるのは労働の割に食糧の特配がないことだ。これが闇賃金を醸成する一つの原因である。理髪業の職人が特配食糧を受けているくらいならば一日中走り廻っている挽子なども当然考慮さるべきであろう。食糧の特配が面倒なら挽子を全部労務奉公会に加入させ、所属食堂の利用を許しては如何。

原則として指定の駐車場以外で客を拾うことは出来ないが之がさっぱり遵守されていない。千鳥足の酔漢を遊郭に運ぶ俥はあっても深夜の駅前で荷物をかかえ途方にくれる老人婦女を乗せる俥がないとは言語道断である。駐車場以外の怪しげなる界隈をうろつく幽霊車夫は当局が断乎粛正すべきであろう。また金のあるにまかせて料金以上に札ビラを切っての世界を紊す不徳紳士も猛省すべきである。

客も又挽子の要求する不正料金をいうが儘に払わず営業者、従業者氏名、距離金額を明載した伝票を必ず後日の証拠として受け取ることだ。人力車の不明朗な現状をただ挽子の責とすべきではない。他の場合もそうであるが、得てして金さえあればという道義心のない成金的な義が自然とこういう世界を作りあげているのである。

厚生車・自動車：人力車に代る厚生車が時代の波に乗って登場して来たものの、肝腎な自転車の入荷が当にならないのと、修理難でいま府内で動いているのはせいぜい五十台ぐらいを数えるのみで全く問題にならないが、料金をはじめ待遇など人力車と同じに見做してよい。基準料金も人力車と同一であるから交通会社も伝票制にすべきだ。

同じくタクシーも昔日の面影はなく京城府内約六十台のタクシーが燃料の欠乏、修理難のため、その中二十台辛うじて動いている状態である。料金は貸し切り、メーター制で以前のままであるが、これを利用するのも結婚、葬式など余程やむを得ない場合が多い。一部の業者は燃料を持ってくれば動かすという条件で相当ボロイ儲けをしているが、業者の反省を促したい。これから益々燃料、資材の逼迫によってタクシーもやがて姿を消さざるを得なくなるであろう。【写真＝駅前で奪い合の人力車】

Source: National Library of Korea, Digital Newspaper Archive

See also:

• Imperial Japanese and Korean collaborator elite partied in brothels and luxury restaurants while ordinary Koreans starved in wartime Seoul, early 1945 (link)
• April 1945 Seoul dining: the public endured price-gouging and scraps, while privileged Japanese and Korean collaborator elites drank and feasted behind closed doors (link)
• Imperial Japan’s railway system in Korea was falling apart by early August 1945 with severe overcrowding, parts and labor shortages, exhausted staff causing more accidents, train conductors gone rogue … (link)

[Rough comparison of 1945 rickshaw fares to 2025 taxi fares in Seoul]

Out of curiosity, I compared Seoul rickshaw fares in March 1945 to equivalent taxi fares today in modern day Seoul. To do my estimates, I assumed that 1 yen in wartime 1945 Korea would be roughly equivalent to 25,000 Korean Won today. I came up with this rough conversion by noting that each morning edition of the Keijo Nippo of 1942 was priced at 6 sen, and each morning edition of Asahi Shimbun is priced at 160 Japanese yen today. This conversion isn’t perfect, so this will be just one imperfect metric to help understand the amounts of money mentioned in this article.

A rickshaw trip from Dongdaemun to Yongsan Station was quoted as 4 yen, roughly equivalent to 100,000 Korean won today. According to KakaoMap, a similar taxi trip would cost 14,700 Korean won today, about 7 times less expensive than over 80 years ago.

A rickshaw trip from Seoul Station to Chōsen Industrial Bank (now Lotte Department Store Avenuel Main Branch) was quoted as 50 sen, roughly equivalent to 13,000 Korean won today. According to KakaoMap, a similar taxi trip today would cost 9,400 Korean won, a difference of only around 4,000 Korean won.