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Daegu Seoul ~ Busan

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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
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