ADBI Conference on High Speed Rail, Tokyo Japan

Korea’s High Speed Rail and Regional

Public Transport Integration Efforts

Sungwon LEE
Chief Research Director
Korea Transport Institute
The views expressed in this presentation are the views of the author and do not necessari
ly reflect the views or policies of the Asian Development Bank Institute (ADBI), the Asian
Development Bank (ADB), its Board of Directors, or the governments they represent. ADBI
does not guarantee the accuracy of the data included in this paper and accepts no respo
nsibility for any consequences of their use. Terminology used may not necessarily be cons
istent with ADB official terms.
Contents

Ⅰ Korea’s High Speed Rails

Ⅱ Regional Transport Integration

Ⅲ Policy Impact Analysis

Ⅰ. Korea’s High Speed Rails
High Speed Rail
- A new era in speed began

4
Source: KOTI, The History of Korean Railway by Photographs, KSP Report No.17 and ChangWoon Lee,
 High Speed Rail
- A new era in speed began
Gangreung
Seoul

Daejeon

Iksan
5 hr

Busan
2 hr

Mokpo Before After

HSR HSR
Yeosu Travel time
from Seoul to Busan

5
Source: Modified from ChangWoon Lee, 2017
 High Speed Rail
- HSR network plan

6
Source: KOTI, The History of Korean Railway by Photographs, KSP Report No.17
 High Speed Rail
- From a half day to a quarter day

Unit: min.(2015 → 2020) 7

Source: Ministry of Land, Infrastructure and Transport, Korea
Brief History of Construction and Operation

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
(1990.6)
- Con. cost: 5.8 billion USD
- 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)
8
Source: Jaehak OH, 2016
HSR Construction Plan
(Unit: billion USD)
Phase Corridor Section (Length) Type Con. Cost

Seoul~Daejeon~Daegu
Kyoungbu New track 12.7
(267km)
1st Phase
(2004)
Osong~Kwangju~Mokpo Improved
Honam 0.9
(232km) track

2nd Phase Daegu~Busan

Kyoungbu New track 7.9
(2010) (124km)

3rd Phase Osong~Kwangju

Honam New track 8.4
(2015) (182km)

4th Phase Suseo~Pyungtack

Kyoungbu New track 3.1
(2016) (61km)

5th Phase Wonju~Gangneung Improved

Olympic 3.9
(2018) (120km) track

9
Source: Jaehak OH, 2016
Ⅱ. HSR Network Development

HSR Network (2015)

Corridor Track Length

New Track
401.8km
Kyungbu
Seoul Improved Track
Inc he on Airport Yongs a n 115.4km

Gwa ngmyung
New Track
182.4Km
Pyungta c k Honam
Che ona n∙As a n Improved Track
Os ong 244.6Km

Da e je on
Gongju Improved Track
Gimc he on(Gumi) Poha ng Gyeongjeon 157.6km
Iks a n Singye ongju Improved Track
Dongda e gu Jeolla 180.4km
Junge up Milya ng Uls a n

Cha ngwon Etc.

Gwa ngju Songjung
Bus a n
(Seoul~Gwangmyung Improved Track 117.6km
Jinju
/Incheon Airport/Pohang)

Mokpo New Track 584.2km

Ye os u Expo
Total
Improved Track 815.6km
Source: Jaehak OH, 2016
 HSR Network Plan (2020)

Realization of
Ga ngne ung`
One nation, One City
Seoul
Inc he on Airport Yongs a n
Sus e o Wonju
Gwa ngmyung Benefit range by KTX
Pyungta c k : 84% of population,
Che ona n∙As a n
Os ong 82% of national territory

Gongju
Da e je on
Gimc he on(Gumi)
Link between major cities
Poha ng

Iks a n
within 90 minutes
Singye ongju
Dongda e gu
Junge up Milya ng Uls a n Access time to KTX stations
Gwa ngju Songjung
Cha ngwon
within 30 minutes
Jinju Bus a n

Mokpo
Ye os u Expo

11
Source: Jaehak OH, 2016
II. Regional Transport Integration
Regional Transport Integration
Regional Transport Fare Integration

- Inequality of fare due to Hub and Spoke

- Inconvenience of individual fare

- Integrated regional transport fare would make public

transport (KTX) more attractive to passengers

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Policy directions
National integrated public transport fare

- National integrated fare means fare system enabling passengers to

travel by paying just one time fare

Current system Individual fare

Fare(B) Additional
fareC=A-B)
KTX ㆍ Bus Rail ㆍ Bus
A B
Region Transfer Region
KTX ㆍ Bus Rail ㆍ Bus

Integrated Fare
Distance service
based fare(A)

<Figure> Regional integrated fare

14
Objectives
Objectives of national integrated fare

- Reflecting service level and distance

- Reflecting provision costs

- Equity

- Maximization of social welfare and minimization of

social costs

15
Policy target and directions
Structure of integrated fare system
Access

- Three components of integrated fare

Transfer

• Main fare
Main
• Transfer fare
• Access fare

- Main transport mode means main mode of regional travel such as KTX,
express bus and etc

- Transfer mode means auxiliary mode

- Access mode is intra urban transport 16

Stated preference (SP) analysis

SP Survey

- SP analysis for scientific policy intervention

• Car travel conditions (Toll, Travel time)

• Public transport conditions [Transfer, Fare, Times)

- Elasticity estimation

• Fare change and time conditions

- Impacts analysis

• Revenue and Carbon dioxide reduction effects 17

III. Policy Impact Analysis
SP analysis results

Survey results
One person travel Couple (two persons) travel Family(4 persons) travel

Q1. Preferred mode Q1. Preferred mode Q1. preferred mode

Q2. Reason for PT? Q2. Reason for car? Q2. Reason for car?

306 228
247
188
183

104
64 71
59 53
9 0 27
2 7 6

1 : Low cost (306) 1 : Convenience (228) 1 : Low cost (247)

2 : Convenience (59) 2 : Time (188) 2 : Convenience (183)
3 : Time (9) 3 : Flexibility at destination (71) 3 : Most fit for family travel (104)

19
SP Results
SP Results
- Elasticity estimation

One person travel Couple travel Family travel

Own Cross Own Cross Own Cross

Exp. Toll -1.35 0.76 -1.05 0.99 -0.27 1.62

Car
Travel time -2.76 1.55 -1.80 1.70 -0.52 3.11

Integrated fare -0.52 0.92 -1.21 1.29 -2.81 0.47

PT
Travel time -1.62 2.88 -1.41 1.50 -2.77 0.46

20
Policy impacts

Impacts of integrated fare on travel demand

- Fully integrated fare would induce approximately 16.6% demand

increase

- 50% transfer and access discounts would have 8.3% effect on

demand

- Full access travel discount: 6.6%

- Full transfer discount: 10%

Thank You.

swlee@koti.re.kr