Reviving The Soul in Seoul
Reviving The Soul in Seoul
Reviving The Soul in Seoul
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Sunny Kodukula
Wuppertal Institute for Climate, Environment and Energy
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1. Introduction
Cities in the developing world are facing numerous urban issues and one of them is provision of
transport to all the citizens in the city. As income levels increase in cities people tend to shift to
personal motorised transport and increase the burden on the existing road capacity. This often
results in a choked road, especially during peak hours.
To accommodate the increasing vehicular growth, city officials often provide more space for
the vehicles through road expansion projects such as road widening and, where space is scarce,
a flyover is built. The initial result of these projects may please the implementors, however on a
longer run, the situation again returns to the earlier state wherein the congestion prevails and, in
many cases, there is also a spillover on to the neighbouring areas and arterials. Thus, the vicious
cycle of provision for automobile in a city begins.
Many cities are yet to be convinced that the congestion problems persisting in their cities cannot
be solved by building more road infrastructure. Many of the developed cities in North America
have followed this approach and only resulted in creating cities that are widespread and cities
that consume immense area of land.
Some cities in the East that have earlier followed the unsuccessful path of the western cities have
realised that the provision of further urban road leads to nowhere and have started to “demolish”
the existing elevated road constructions and concentrate on other measures to combat the urban
transport problems.
This case study document is an attempt to bring forward to the conventional approach to
address congestion problems, the consequences involved in following the conventional path,
explain the experience of Seoul (South Korea) in demolishing an existing elevated highway and
the approach that Seoul took in tackling the urban transport problem.
1
Case Studies in Sustainable Urban Transport #6
Traffic Study to
predict the
needs of future
motorisation
Study shows
The capacity
that the current
needs to be
capacity is
predicted
insufficient
Vicious cycle
of Predict and Roads are
More vehicular expanded and
traffic will lead Provide flyovers are
to congested “provided” to
road networks cater the future
demand
Public Roads
transport loses encourage
ridership and people to travel
NMT facilities more in
decline in personal
Figure 1 quality automobiles
Vicious cycle of
predict and provide.
Source: Kodukula, 2011
Unfortunately, many local governments still follow the conventional approach in addressing the
transport crisis in the cities. These cities continue to build roads and invest massive amounts
of resources into such projects. This results in cities with reduced liveability, reduced safety for
their citizens and an unprofitable public transport industry.
2
Reviving the Soul in Seoul: Seoul's Experience in Demolishing Road Infrastructure and Improving Public Transport
Figure 2
Bangkok tried to build
its way out of traffic
jams and still is stuck
with heavy traffic jams.
Source: Karl Fjellstrom
In reality, however, people's reactions to a reduction in the time needed to travel from point
A to point B may be substantially more complex. To be sure, some travellers might reduce the
amount of time they spend traveling, but others might choose to travel farther, that is, to differ-
ent destinations, or more often. They might change the proportion of trips they make by differ-
ent modes, depending on how speed improvements affect the various modes differently. Over
time, they might even choose to locate themselves differently in an urban area. “If I can travel
faster than before, then I can get to a destination slightly farther away in the same amount of
time, or I can make more trips to the grocery store in the same amount of time, or I can live
or work somewhere else.” Similarly, production managers in industry might change the way
they value the trade-off between transport and warehousing, or in the longer run, might make
changes in where they site their production or distribution facilities, in response to particular
or generalised travel time changes. In aggregate, the details of the workings of induced demand
can be complex, and valuation controversial, but at its core, it is a straightforward concept:
people respond to changes in travel time by changing their behaviour.
3
Case Studies in Sustainable Urban Transport #6
Figure 3
Chenggyecheon
River in 1965.
Source: Seoul Metropolitan Council
(kindly provided through Cornie
Huizienga)
4
Reviving the Soul in Seoul: Seoul's Experience in Demolishing Road Infrastructure and Improving Public Transport
While many cities in the region are addressing the urban transport crisis by investing immense
amounts of money into road construction, especially elevated roads, Seoul has initiated a “new
paradigm”. Following the footsteps of Latin American city leaders like Jaime Lerner of Curitiba
and Enrique Peñalosa of Bogotá, the then Mayor of Seoul and current Korea’s President Mr.
Myung-Bak Lee initiated a project in 2003 that would restore a river covered by an elevated
expressway (Cho, 2010; Cervero et al., 2009).
Figure 4
Chenggyecheon
River in 1968.
Source: Seoul Metropolitan Council
(kindly provided through Cornie
Huizienga)
Figure 5
Chenggyecheon, the
elevated highway
is already build.
Source: Seoul Metropolitan Council
(kindly provided through Cornie
Huizienga)
5
Case Studies in Sustainable Urban Transport #6
The Chenggyecheon River that once passed through the heart of Seoul was covered in mid-
60’s to provide space for the increasing automobile traffic. By 1978, the river was completely
covered by a road and an elevated expressway. Until the day the expressway was dismantled, an
estimated volume of 168 556 vehicles were catered by the highway and the elevated expressway
(65 810 going down the road and 102 747 going up the elevated road). In spite of its utility, the
Mayor’s vision to create a Seoul that was for people rather than for cars triggered the demolition
of the expressway and the elevated road (Park, n.d.).
Figure 6
Chenggyecheon River
covered by the elevated
road before restoration.
Source: Seoul Metropolitan Council
(kindly provided through
Cornie Huizienga)
Being the main and only responsible agency, the Seoul Metropolitan Government took on its
shoulders the entire responsibility (fiscal and personnel) in restoring the Chenggyecheon River.
The restoration was also given importance in a cultural context as 600-year old Korean artifacts
were revived with the river.
Figure 7
Restored
Chenggyecheon River,
a vibrant public place.
Source: kindly provided through
Cornie Huizienga
6
Reviving the Soul in Seoul: Seoul's Experience in Demolishing Road Infrastructure and Improving Public Transport
The citizens of Seoul were also informed of the safety issues that would persist due to the
elevated expressway. City officials discovered that the foundations of the elevated road were cor-
roded and beyond repair. Due to the sewer and the drain flowing below the elevated road, there
was an accumulation of gases such as carbon monoxide, methane and other underground gases,
and the corrosion of the foundation was thus accelerating. In addition to these safety hazards,
there was a high contamination of heavy metals. All these factors provided a strong case to
increase the safety of the citizens by removing the elevated expressway.
Figure 8
The restoration
of Chenggyecheon
improved the
liveability of Seoul.
Source: Hfamico, 2009,
https://picasaweb.google.com/
HFamico
The demolition of the expressway and the reconstruction was completed and opened to the
public by 2005. There was constant monitoring of the outcomes of the project. Studies con-
ducted by the Seoul Development Institute (SDI) show that the restoration of the river has
reduced the surrounding temperature by 3.6 °C (Donga, 2005), which was earlier caused by the
heat island effect. In terms of traffic, there was a 2.3 % reduction in the vehicles entering down-
town Seoul while there was a 1.4 % increase in the bus users and 4.3 % increase in the subway
ridership (Wikipedia, 2011; Shin and Lee, 2006). The improvement in the bus system will be
discussed in the next section of this document.
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Case Studies in Sustainable Urban Transport #6
In order to manage the operation of the above mentioned services, Seoul has invested in a
Bus Management System (BMS) and an Intelligent Transport Systems (ITS). The buses are
equipped with Global Positioning System (GPS) that enable the control centre to pin point the
bus’s location and provide information on the arrival of the bus to the passengers. The control
centre is also able to measure the speed of the buses, thereby enabling the control centre to opti-
mise the arrival and departure of the buses, depending on the demand on a route. This system
ensures better service delivery to the passengers.
Seoul had already invested, in the past, in extensive suburban rail and a metro rail system. The
city government felt that it was necessary to utilise the rail infrastructure to the fullest. In order
to do so, the city government invested in integrating the bus system with the rail system. The
integration was both physical, by providing feeder services –the green buses– and through fare
integration. The new fare structure is based on the distance travelled and with free transfers
between the metro and bus and vice versa. The city government introduced a multipurpose
smart card system called “T-money”. The new smart card enables the users to pay for the trans-
port fares and also use the card for various other utility services. Frequent users of the transport
system have now access to a monthly ticket, which offers discounts to them.
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Reviving the Soul in Seoul: Seoul's Experience in Demolishing Road Infrastructure and Improving Public Transport
Figure 10
A Junction before the
bus reform in Seoul.
Source: Kim, 2009
Figure 11
The same junction
transformed after the
bus reform in Seoul.
Source: Kim, 2009
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Case Studies in Sustainable Urban Transport #6
Initially after the restructuring of the bus reforms, there was an initial disagreement from the
users. This disagreement arose from the lack of adequate information about the bus routes, the
fare increase and driver behaviour. The administration took immediate action to reduce the dis-
satisfaction, starting with the driver behaviour. Driver training schemes were implemented to
improve the behaviour and immediate results were observed. Over time, the customer satisfac-
tion increased and one reason was the increase in bus speeds. On many corridors, bus speeds
doubled. An interesting fact is that the car speeds have also improved after implementing the
median bus lanes. It is found that the buses on the median lanes carry 6 times more people than
the other lanes in the corridor.
It is found that the average daily ridership on the buses has increased from 4.6 million in 2003
to 4.9 million in 2009. Also, during the same period, the total subsidy for bus and subway oper-
ations has dropped by USD 421 million. This fall in subsidy is due to the increase in ridership
and system efficiency (Calimente, 2011, http://regardingplace.com/?p=11085).
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Reviving the Soul in Seoul: Seoul's Experience in Demolishing Road Infrastructure and Improving Public Transport
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Case Studies in Sustainable Urban Transport #6
6. References
Calimente J, (2011), Colourful buses of Seoul, re:place Magazine,
Available at http://regardingplace.com/?p=11085 accessed on 27 August 2011
Cervero R, Kang J and Shively K, (2009), From elevated freeways to surface boulevards:
neighborhood and housing price impacts in San Francisco, Journal of Urbanism, Vol. 2
No. 1, March 2010, pp. 31–50
Cho M, (2010), The politics of urban nature restoration, International Development
Planning Review (IDPR), Vol. 32 No. 2/2010
Donga, (2005), Stream restoration will cool down Seoul, Available at
http://english.donga.com/srv/service.php3?bicode=040000&biid=2005081210798
accessed on 25 August 2011
Gorham R, (2009), Demystifying Induced Travel Demand, Sustainable Urban Transport
Technical Document #1, Deutsche Gesellschaft für Internationale Zusammenarbeit (GIZ)
GmbH, Germany
Hwang K, (2001), Transportation policy in Seoul. In Kwon, W., and K. Kim
Eds., (n.d.), Urban Management in Seoul: Policy Issues and Responses. Seoul, South Korea:
Seoul Development Institute, 107–124
Kwon Y, (2004), New direction for the sustainable urban transportation in Korea. Prepared
for the International Workshop on the Asian Approach toward Sustainable Urban
Regeneration. Tokyo, Japan: Center for Sustainable Urban Regeneration, University of
Tokyo
Park K, (n.d.), Cheonggyecheon Restoration Project, Seoul Metropolitan Government,
Korea. Available at http://www.wfeo.org/documents/download/Cheonggeycheon%20
Restoration%20Project_%20Korea.pdf accessed on 25 August 2011
12
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