7 Seoul subway / railway updates

MK published yesterday an interesting article* on the impact of 7 recent or upcoming subway / railway developments on real estate, which allows us to see of these old friends have fared since their announcements**.

The Maeil Kyeongje's 7 projects (NB our focus below doesn't follow these numbers)

 . Line 1 extension Northwards from Soyosan Station (3 new stations - Choseong-ri, Jeongok, and Yeoncheon): 

Since this extension mostly doubles an existing train, the article logically mentions a low impact on real estate. but it does make commuting more seamless for densely inhabited parts of Yeoncheon-gun, and allows Seoulites to venture further up the Dongducheon valley (not necessarily closer to the DMZ, though: it follows the same axis in this area).

 . Line 4 extension Eastwards from Danggogae Station (3 new stations - Byeollae Byeolgaram, Onam, and Jinjeop):

To be inaugurated next March, this 14.9 km extension is a game changer for this section of Namyangju dotted with major new towns (Byeollae and Jinjeop-eup). But as usual, what a shame that such major clusters were not connected to the grid from day one. 

Of course, this means more commuter traffic for a line already supporting older generation bed towns, but it will also help one of them, Nowon, grow as a cultural hub in Northeast Seoul. Furthermore, the article reminds us of two other projects that will help cope with the flow:

• Seoul considers doubling Line 4 with an express service for the 31.7 km section within city limits, between Danggogae and Namtaeryeong, with potentially 12 more stations concerned (all the ones connected to other lines). That would leave 12 stations with only the standard service, along with the ones in Gyeonggi-do.
• The extension of Line 8 Northwards from Amsa Station to Byeollae Station (Gyeongchun Line) by the end of 2023 could later be prolonged to Byeollae Byeolgaram Station via a new station, Byeollae Jungang, further anchoring Byeollae to the South, and making it a transport hub east of Seoul around a decent 'Byeollae Line' backbone.
  

 . Inauguration of Namwirye Station (Line 8):

Located between Bokjeong and Sanseong Stations in Seongnam, Namwirye doesn't really support Wirye New Town which, as the author mentions, would have much more impact. But he's not taking into account a tramway bound to deliver the goods: the construction of the Wirye Line is just starting these days.

'#Seoul about to start the construction of its first #tramway in decades (#WiryeLine - 12 stations, 5.4 km - to open i 2025). Line announced 8 years ago (http://seoulvillage.blogspot.com/2013/08/seoul-lrt-projects-update-part-22.html) #transports' (20211220 - @theseoulvillage)

 . Gyeongui Jungang Line extension Northeastwards from Imjingang Station to Dorasan Station: 

In this part of Paju, as the article confirms, 'nothing to do with real estate'. This line is simply inching further towards Kaesong, now a reasonable walk away... provided of course you've got all the papers to enter the DMZ at that most strategic point. For the moment, you're mostly connecting Seoul to a giant, empty parking lot: doesn't look like many workers will commute any time soon to the Kaesong Industrial Complex... Let's hope that some day, this dead end will be prolonged into a friendlier North Korea.

 . Seohae Line extension Northwards from Sosa Station to Wonjong Station (via Bucheon Stadium Station): 

As we've already seen (in "Twice upon a time in the West"), there's a lot going on around Bucheon. This vertical will split much earlier the traffic to/from Seoul between the North (Line 1) and the South (Line 7). And it will later be prolonged not only to Gimpo Airport, but also across the river, to Line 3 (Daegok Station, after a stop in Neunggok Station).

If Daegok seems a bit isolated between Goyang's 'old and new' New Towns (Ilsan to the West, Hwajeong to the East), Line 3 leads to more glamorous sites: downtown Seoul and Gangnam. And I wouldn't be surprised to see this new, vertical airport line that will go from Goyang to Hwaseong (for now, Ansan remains the Southern limit) venture further to the North-Northeast and connect to more New Towns.

 . Sillim Line inauguration (from Gwanaksan Station to Saetgang Station): 

Thanks to this precious new vertical connected to Line 9 (Saetbang), Line 1 (Daebang), Line 7 (Boramae), Line 2 (Sillim), 'I live in Bongcheon-dong' will sound a lot more uplifting. But in parallel to this LRT,  Western Seoul needs more verticals (Gangnam-gu already getting it's fourth!), starting with Seobu Line...

 . Shinbundang Line Northwards extension from Gangnam Station to Sinsa Station:  

The article made its headline on the star extension because it's about real estate and money, and we're talking expensive real estate (Gangnam-daero), and expensive stations: Gangnam on Line 2, Sinnonhyeon on Line 9, Nonhyeon on Line 7, and Sinsa-dong on Line 3. No new stations, but hopefully fewer cars on the Hannam Bridge once Sinbundang's next profitable extension to the North will lead across the river and Yongsan, all the way to Yongsan Station.

*

Beyond railway and subway projects, Maeil Kyeongje also mentioned work on more sections of the capital region's Second Ring Expressway, which will definitely have some impact. But what the region needs is more public transportation, and a better dialog within Gyeonggi-do, beyond the usual Seoul-suburbs dialog.

It's always good to connect existing dots, and the Ansan-Bucheon-Goyang axis is very welcome, but no new major urban projects should be allowed without a direct connection to the network.

The problem is that Gyeonggi-do is poorly managed, and this has something to do with the way big cities compete with each other without a real regional authority. Only the State has the potential to force some collaboration, or at least more coopetition and less competition within Gyeonggi-do. The lack of political will and strategic vision results in the multiplication of projects cannibalizing each other, a suicidal rat race as the population ages and declines. Clearly, there are countless ways of spending less, better, and still generating much more value for everyone.

 
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* ""딱 역 3개인데, 폭발력 엄청나다"…판교 분당 부동산 난리난 이유" (Maeil Business Newspaper 20211226)
** see "Seoul subway to gain 89 km by 2025" (June 2015), "Seoul LRT Projects Update (Part 1/2)" and "Seoul LRT Projects Update (Part 2/2)" (August 2013, following "If you ain't broke, fix it: Seoul, Welfare and Railways Deficits" - July 2013). See also all subway related posts.

Yeongdong-daero Underground City, Korea (YUCK?)

Last March, KEPCO surpassed Hyundai Motor in market capitalization (KRW 37 tn vs 34). Ironically, since Hyundai's financial trouble have something to do with their purchase from KEPCO, in September 2014, of prime land along Yeongdong-daero, for a whopping USD 10 bn.

As you know (e.g. Yeongdongwon focus in last year's "Diagonal crossings, High Lines, and Business Verticals (how pedestrians and businesses remodel Seoul... and vice-versa)"), that site will host the group's future HQ - Hyundai Motor Global Business Center - at the core of a redesigned COEX-Jamsil business district that will stretch over both sides of Tancheon stream (Samseong-dong and Daechi-dong in Gangnam-gu, Jamsil-dong in Songpa-gu), and grow what is already a significant transportation hub into a gigantic one.

Yesterday, Seoul Metropolitan Government released more details about that part of the puzzle, an 'underground city' to be delivered by 2021:

• A big whale: 160,000 square meters under Yeongdong-daero (6 underground floors, 630 m long, 70 wide, 51 deep). Cost: KRW 1.169 tn
• A multimodal hub: subway (Samseong Station on Line 2, Bongeunsa on Line 9), bus (including the City Air Terminal), express railways (GTX-A Samseong-Dongtan, GTX-C Uijeongbu-Samseong-Gunpo, KTX Northeast extension), LRT (Wirye-Sinsa Line - see "Seoul LRT Projects Update (Part 2/2)"). Expected gains in commuting times to Dongtan and City Hall: from respectively 41 and 29 mn by car, to 20 and 5 mn by rail

Views presented last year

The hub will also include various culture and service facilities, and a shopping area complementing the COEX Mall. Pedestrians shall have a better time navigating a space until now devoted to Car Almighty.

With its countless traffic lanes, Yeondong-daero looks like a pre-Gwanghwamun-plaza Sejongno on steroids, and this project seems to consider a similar, tree-less, tip-of-the-iceberg central walkway. But it's not as if masses will roam the surface like downtown: distances are even greater, and most of the fun will remain indoor. As nice as Bongeunsa is, it doesn't rival with Jongno landmarks and Bugaksan.

Still, this transport hub certainly looks less nightmarish than Banpo's Express Bus Terminal, because the Yeongdong-daero / Teheran-ro intersection is far less messy, and because you don't have 'apateu' blocks the scale of say a Banpo Xi. One can also hope that the user experience will be better thought through, more seamless.

How much this will cannibalize business from COEX Mall or Lotte World remains to be seen. But it's already adding trouble to the old business center of Gangnamistan: vacancy rates are expected to keep growing in Gangnam Business District (around Gangnamdae-ro and Teheran-ro at Gangnam Station), even if Hyundai Motor is moving in the time to build its new extravaganza.
Common sense, demographic and economic trends tend to make us think that a success story here would mean a failure somewhere else. And this zero-sum game leaves us every year with more infrastructures to fill.

Let's hope that this 'underground city', which unlike many pharaonic projects does have a purpose, won't be the vast magma chamber of a supervolcano bubble, but at least a successful transport hub.


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GTX, meet Sinbundang Line

Among the many railway projects presented one year ahead of the Mayoral elections (see "If you ain't broke, fix it: Seoul, Welfare and Railways Deficits"), the Northeast-Southwest diagonal seems to be reaching a consensus between local administrations and the government*. According to its promoters, the cost could be significantly cut - by KRW 5 trillion! - by using existing railway paths, and by sharing infrastructure between the Sinbundang Line and the GTX-A Line in the heart of Seoul.

*

According to the latest proposal (see map below), the common Sinbundang-GTX section shall link Dokbawi Station (Line 6 - Bulgwang-dong, Eunpyeong-gu) to Sinsa Station (Line 3 - Sinsa-dong, Gangnam-gu). Little surprise here:

• As expected, the first station to pop up in Pyeongchang-dong valley is at the Sinyeong-dong Samgeori. I hope the tentative name "Segeomjeong Elementary School" will be shrunk to "Segeomjeong", the closest landmark.
• As expected, one stop is added in Seochon on the other side of the Jahamun Tunnel, along Jahamun-ro. That's at Kyungbock High School in Cheongun-dong.
• As expected, the lines stop at the existing stations of Gyeonbokgung, Gwanghwamun, and Seoul Station.
• But instead of following the Jungang Line via Seobinggo Station (or Dongbinggo) - Ichon Station - Yongsan Station, the section between Seoul Station and Sinsa Station passes by Noksapyeong. I like that, because that's the opportunity to cover a gap in the map. But Noksapyong will be the only station in a stretch that, as the crow flies, takes at least 6 km. If from the GTX perspective, there should be as few stops as possible, it would be completely stupid to build a new railway along this axis without adding at least one stop. I strongly suggest Huam-dong, where a lot of projects are already under way.  Yes building a new station costs a lot, but this is a simple case of urban planning 101, check the map. A connection with the Jungang Line could be also added (for instance at Hannam Station).

*

At each end of that half-new, 8-station section, GTX and Sinbundang shall go their own ways:

• From Sinsa Station (South):
• Shinbundang Line: the extension from Gangnam Station to Sinsa Station, initially planned for 2018 included Nonhyeon and Sinnonhyeon stations (respectively lines 7 and 9). Will it be the case for the subway and not the GTX, or will these connections be scrapped altogether?
• GTX-A shall reach directly Samseong Station (Line 2): here too, no connection to line 7 and 9. Nice gift for the coex.
• From Dokbawi Station (North):
• GTX-A shall reconnect to Line 6 at Yeonsinnae Station, the station next to Dokbawi! Of course, Yeonsinnae is a much bigger hub, also connected to Line 3, but what a contrast with the situation between Seoul Station and Sinsa Station!
• Shinbundang shall reach Samsong Station (Line 3, Goyang) via two new stations: "Shindo Middle School" and "Jingwan Middle School", at the Western end of Eunpyeong New Town (Gupabal Station at the other end). Shindo lies in the Southern half, at the feet of "Bukhansan Eunpyeong Hanok Maeul", Jingwan in the Northern half. Clearly, the aim is to capture a big chunk of the new town traffic that have saturated Subway Line 3 and Tongil-ro from the beginning (typical example of the poorly planned project - see my previous posts on new towns).

The latest map - Chosun Ilbo 20141202
("신분당선·GTX(수도권 광역급행철도), 鐵路(철로) 같이 쓴다")

*

Whatever the outcome of this project, it's always fun to see how the various constraints play (topography, urban planning logics, cost, politics, speculation, transportation divide...).

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*see for instance "서울시 “국토부에 ‘신분당선 서북부 연장선-GTX’ 노선공유 제안”" (DongA Ilbo - 20141126)

Yongsan-Gangnam-Bundang subway completed in 2017

Seoul Village 2010 - Bundang, Gangnam, Yongsan... the New Bundang subway line seems to be going back in time as it links symbols of the 2000s, 1980s, and 1960s. Will it go back all the way to the 1390s and Seoul city center some day ?

In 2017, 7.5 km will be added to the "Sinbundangseon" (신분당선), connecting Gangnam Station with Yongsan Station. The inauguration of the first section (17.3 km from Jeongja Station in Seongnam, Gyeonggi-do to Gangnam Station) was postponed from July 2010 to September 2011.

Joining Bundang business district and Pangyo New Town directly with the Northern half of the capital city is already an important step, but extensions all the way up to Gwanghwamun and Gyeongbokgung stations were also considered at one stage (POSCO plan).

Yesterday, the government already announced a total of KRW 18.6 for railways, ports, and logistics, plus 22.9 tn for roads. The Sin Bundang extension is expected to cost W 900 bn excluding expropriations, and for the moment it is supposed to cross the Yongsan Army Base... which means delays and additional costs are more than likely.

Section to be inaugurated next year (3.2 + 8 + 2.9 + 1.7 + 1.5 = 17.3 km) :

. Jeongja station (connected with Bundang Line)
. Pangyo station (new station, future Yeoju Line, heading for Southeastern Gyeonggi-do)
. Cheonggye / Cheonggyesan station (new station)
. Yangjae Citizen's Forest / Maeheon (new station)
. Yangjae station / Seocho-gu Office (subway Line 3)
. Gangnam station (subway Line 2)

Extension decided yesterday (7.5 km) :

. SinNonhyeon (subway Line 9) - to be confirmed
. Nonhyeon (subway Line 7)
. Sinsa (subway Line 3)
. Seobinggo (station of the Yongsan-Deokso section of the old Jungang Line)
. Ichon Station / National Museum (subway Line 4, Yongsan-Deokso)
. Yongsan Station (subway Line 1, KTX bullet train, Yongsan-Deokso)