To be presented at the JTRI Seminar in Tokyo (November 15th 2016)
Urban Development of the Areas near HSR Stations : A Case of Korea
Jaehak OH [email protected] Vice-President
(C) Jaehak Oh, Japan Transport Research Institute, 2016 Contents
Ⅰ History for Planning, Construction and Operation
Ⅱ Major Changes and Economic Impacts
Ⅲ Progress in Station Area Development
Ⅳ Urban and Regional Development Strategy
Ⅴ Conclusion
(C) Jaehak Oh, Japan Transport Research Institute, 2016 Ⅰ. History for Planning, Construction and Operation
(C) Jaehak Oh, Japan Transport Research Institute, 2016 Plan Contents
Feasibility study - Feasibility study of Korea HSR construction (1984.1)
- Length: 409km (Seoul~Daejeon~Daegu~Busan) Approving - Design speed: 350km/h Basic Plan - Con. cost: 5.8 billion USD (1990.6) - Con. period: 1991~1998
Revisions of - Change in con. cost: 10.7 → 17.6 billion USD Basic Plan con. period: 1991~2001 (1993.6 , 1997.) - Daejeon & Daegu Station: underpass → ground level
- HSR operation integrated with conventional rails First Opening - Seoul~Busan line (Kyoungbu corridor) (2004.4) Seoul~Mokpo line (Honam corridor) 4 (C) Jaehak Oh, Japan Transport Research Institute, 2016 HSR History for Construction
Phase Corridor Section (Length) Type Con. Cost
Seoul~Daejeon~Daegu Kyoungbu New track 12.7 (286.7km) 1st Phase (2004) Osong~Kwangju~Mokpo Improved Honam 0.9 (252.5km) track
2nd Phase Daegu~Busan Kyoungbu New track 7.9 (2010) (130.7km)
3rd Phase Osong~Kwangju Honam New track 8.4 (2015) (183.8km)
4th Phase Suseo~Pyungtack Kyoungbu New track 3.1 (2016) (61.1km)
5th Phase Wonju~Gangneung Improved Olympic 3.9 (2018) (120.3km) track
5 (C) Jaehak Oh, Japan Transport Research Institute, 2016 HSR History for Operation
Length Type Corridor (Year)
Kyoungbu 417.4km Suse o (2004, 2010) Gwnagmyung New Track Honam Pyungtack (Design Speed 183.3km 350km/h) (2015) Os o n g Daejeon Suseo-Pyungtack 61.1km (2016) Iks a n Ea s t - Da e g u Chonra 180.4km Improved (2010) Track Gwangju Jin ju (Design Speed Kyoungjeon 91.4km Bus a n 200~230km/h) (2011) Mo k p o Ye o s u Total 933.6km 6 (C) Jaehak Oh, Japan Transport Research Institute, 2016 Two operators (starting from December 8th 2016)
(KORAIL has 41% stake in SR cooperation)
Expected results: competition between two operators
☞ passengers↑, service↑, fare↓, facility (railway, station) profit↑
Existing operator New operator (KORAIL) (SR cooperation)
Kyoungbu, Honam Kyoungbu, Honam, Corridor Chonra, Kyoungjeon Suseo-Pyungtack
Fare 60 USD about 54 USD (10%↓)
7 (C) Jaehak Oh, Japan Transport Research Institute, 2016 Planned Actual (Basic Plan)
Demand 183,120 (2010) 125,364 (2013)
Construction 5.8 billion USD New track 20.6 billion USD Cost
8 (C) Jaehak Oh, Japan Transport Research Institute, 2016 Ⅱ. Major Changes and Economic Impacts
(C) Jaehak Oh, Japan Transport Research Institute, 2016 Travel Time Changes in Transport Modal Share
Regional Economic Activities Convention and Meeting
Regional Industrial Land Price Specialization
Population Decentralization(Straw Effect) Shopping and Health Care
10 (C) Jaehak Oh, Japan Transport Research Institute, 2016 Changes in Transport
11 (C) Jaehak Oh, Japan Transport Research Institute, 2016 2003 2014
Air Air 0% 8% Auto Seoul Rail HSR Auto 35% ~ 28% 41% Daegu 52% Bus Rail Bus 12% 5% 19%
Air Auto Air Auto 13% 12% Seoul 29% 28% Bus ~ HSR 19% Bus Rail Busan 0% 8% HSR Rail 4% 52% 35%
12 (C) Jaehak Oh, Japan Transport Research Institute, 2016 Expansion of HSR service area 39.7% → 55.5%
Legend ≤30mins ≤60mins
[ 2004 ] [ 2014 ] 13 (C) Jaehak Oh, Japan Transport Research Institute, 2016 (person / day) (bil. USD / year)
[ HSR demand ] [ HSR revenue ]
14 (C) Jaehak Oh, Japan Transport Research Institute, 2016 Regional Economic Activities
[ 2003 ] [ 2011 ]
15 (C) Jaehak Oh, Japan Transport Research Institute, 2016 Decentralization(Straw Effect)
Population in capital region : starting to decrease
(unit : person)
Move out
16 (C) Jaehak Oh, Japan Transport Research Institute, 2016 Legend Upper limit Lowest limit Average
2010.11.1 2nd open
2004.4.1 1st open
[ Daegu ] [ Kyoungju ]
2004.4.1 2004.4.1 1st open 1st open
2010.11.1 2nd open
2010.11.1 2nd open
[ Cheonan ] [ Daejeon ] 17 (C) Jaehak Oh, Japan Transport Research Institute, 2016 Business Commuting School Private Visiting Tour, Shopping Health Culture etc. Lesson Family Vacation Care
[ Trip purpose of KTX users ] 18 (C) Jaehak Oh, Japan Transport Research Institute, 2016 Major Findings and Lessons
Structural change in national land use - 1~2hrs access between major cities - Middle land area closely associated with capital region - KTX station oriented development
Relief of disparity between capital region and non capital region - Incoming population of capital region↓, middle land↑
19 (C) Jaehak Oh, Japan Transport Research Institute, 2016 Economic impacts - City with HSR station: population↑, land price↑, employment ↑ - Generating new service economy and specialized industries
Value for money: positive (Seoul-Busan corridor) - Operation cost: 1 billion USD (2012) - Operation revenue: 1.5 billion USD (2012)
Success in HSR technology localization
20 (C) Jaehak Oh, Japan Transport Research Institute, 2016 Ⅲ. Progress in Station Area Development
(C) Jaehak Oh, Japan Transport Research Institute, 2016 驛勢圈 HSR Term: Station (Influence) Area “ ” Station where transport, economic and cultural activities are made Area in association with KTX station and access transport network.
Core: within 10mins by walking Direct: within 10mins by walking and transport mode Wide: within 30mins by rapid transport mode
Direct Wide station area station area
Core station area KTX station
KTX Network
[ Station area zone ] 22 (C) Jaehak Oh, Japan Transport Research Institute, 2016 Location Old Station New Station Total
Seoul, Yongsan, Youngdungpo, Suwon, Daejeon, West-Daejeon, East-Daegu, Busan, CBD - 19 Changwon, Masan, Jinju, Iksan, Jeongup, Kwangju, Mokpo, Jeonju, Namwon, Soncheon, Yeucheon
Kwangmyoung, Chenan- Hangsin, Asan, Osong, Gimcheon- Outside Kwangju-Songjeong Gumi, NewKyoungju, 22 CBD … Ulsan, Centran-Chanwon, YesuEXPO
Total 33 8 41
23 (C) Jaehak Oh, Japan Transport Research Institute, 2016 KTX Stations in Kyoungbu Corridor
4 Old stations 6 New stations
Seoul station Gwangmyoung station
Cheonan-Asan station
Osong station
Daejeon station Kimcheon-Gumi station
East-Daegu station New-Kyungju station
Ulsan station
Busan station
24 (C) Jaehak Oh, Japan Transport Research Institute, 2016 Overview of KTX Station Area Development
Year of Execution Development Investment & Station Approval Body Plan Execution Yongsan 2006 Private sector ○ X Local gov. Daejeon 2006 △ X and Korail East-Daegu 2005 Private sector ○ ○ Busan 2005 Local gov. ○ X Gwangmyoung 2004 LH ○ ○ Osong 2005 Local gov. ○ X Cheonan-Asan 2005 LH ○ ○ Central gov. Kimcheon-Gumi 2007 ○ ○ and LH New-Kyoungju 2013 Private sector ○ △ Ulsan 2009 Local gov. ○ ○
25 (C) Jaehak Oh, Japan Transport Research Institute, 2016 East-Daegu station
SPA
FOOD
Shopping Center KTX Bus Terminal walk
Transfer passageway subway
Parking lot
26 (C) Jaehak Oh, Japan Transport Research Institute, 2016 Gwangmyong station
27 (C) Jaehak Oh, Japan Transport Research Institute, 2016 Cheonan-Asan station
28 (C) Jaehak Oh, Japan Transport Research Institute, 2016 Kimcheon-Gumi station
Station
29 (C) Jaehak Oh, Japan Transport Research Institute, 2016 Ulsan station
30 (C) Jaehak Oh, Japan Transport Research Institute, 2016 Area Problems and Obstacles
Lack of integrating transport, urban and Development Plan industry plans
Access Transport Slow progress for feeder transport system
Financing Sensitive to economic growth and recession
Institutional Conflicts between interest groups Collaboration
Inefficient legal system for incentives, numerous Legal System regulation for approval, etc.
31 (C) Jaehak Oh, Japan Transport Research Institute, 2016 Ⅳ. Urban and Regional Development Strategy
(C) Jaehak Oh, Japan Transport Research Institute, 2016 Vision – KTX Economic Development Model
Daejoen One Nation, One City Seoul
Daegu
Mokpo ☞ Integrate the territory into One Nation, One City one city through KTX network
KTX economic Regional Economy plan development (industry oriented) (station area oriented)
Need Center Need Network (Hub) (Spoke)
Hub & Spoke
33 (C) Jaehak Oh, Japan Transport Research Institute, 2016 Role of KTX station and KTX economic zone - Platform for connecting between KTX station city and domestic and world markets
- Center for transport, business and culture activity
- Center for creating innovative knowledge industries by combining human resources and traditional culture
34 (C) Jaehak Oh, Japan Transport Research Institute, 2016 Basic direction - Reconsidering KTX station as a hub of urban and regional economy development - Reduced travel and spatial distance
between cities by KTX Legend Daegu Busan Daejeon 250 359 Seoul 148 - Adopting nationwide 1019 5 million Korea Mokpo 24 (KTX) Gwangju marketing concept 141 1 million
Tokyo Nagoya Osaka Kokura 816Yokohama Hiroshima 216 262 103 Japan 322 109 (Shinkansen) Kobe Fukuoka 148 124 France Paris Lyon Marseilles 215 42 80 (TGV)
Germany HamburgHanover Frankfurt StuttgartMunich 165 51 65 58 123 (ICE)
0 200 400 600 800 1000 1200 Distance (km) 35 (C) Jaehak Oh, Japan Transport Research Institute, 2016 Three Development Strategy
Strategies Contents
- Establishing Hub-Spoke structure Transport hub - Improvement of transport connectivity and transfer (Building multi-purpose intermodal transport center)
- Creation of local-based service industry Regional - Link to nearby industry and administrative complex specialization - Brand making for KTX station area
- Green growth transit-oriented development Link to urban - Station area development accord with long-term development comprehensive strategy
36 (C) Jaehak Oh, Japan Transport Research Institute, 2016 Transport hub
Building multi-purpose intermodal transport center
- Building intermodal transport center for every KTX stations
☞ Increasing station area development potential
- Realization of TOD as a hub of transport
- Combining commercial, residential, business function with intermodal transport center
Average access time
Accumulated proportion Proportion (Unit: %)
Less than 15 min 16-30 miin 31-45 min 46-60 min More than 61 min 37 (C) Jaehak Oh, Japan Transport Research Institute, 2016 Regional specialization
Function Facilities
Intermodal Transport Center, Bus and Taxi Stops, Parking and Ride, Transport Intercity Bus Terminal, Express Bus Terminal, City Subway Station
Tourist Information Center, Conference Center, Exhibition Center, Information Convention center
Retail Shop, Restaurant, accommodation, Office Building, Business Discount stores, Department Store, Shopping Mall, Hotel, Hospital
Residential Apartment, Complex building
Amenity Pedestrian road, Square(plaza), Park
38 (C) Jaehak Oh, Japan Transport Research Institute, 2016 Linkage to urban development
Win-win development - Fostering differentiated urban function from exiting CBD - Performing a role as a regional growth hub
Rail transit-oriented development (TOD) - Differential development density and land use according to zone - Primary station area : high density development, secondary station area : low-medium density development
Local strategy for urban development - Introduction of urban regeneration in inner city - Functional location for external city
39 (C) Jaehak Oh, Japan Transport Research Institute, 2016 Conclusions
(1) HSR Investment and Effects
40 (C) Jaehak Oh, Japan Transport Research Institute, 2016 Conflicts between existing CBD and new station area - Promoting differentiated urban function from existing CBD ☞ Win-win development
Conflicts among interest groups - Local government: leading institution - Central government: deregulation, consultation (financing etc.), guideline, coordination within ministry department
Strong driving force and willingness of local government
41 (C) Jaehak Oh, Japan Transport Research Institute, 2016 Thank You.
(C) Jaehak Oh, Japan Transport Research Institute, 2016