[Walking Through Seoul]For Seoul to Become a Truly "Walkable City"

Uneven and Steep Sidewalks,
Cars Parked and Materials Piled Up Hinder Walkability
Growing Complaints with an Aging Population
Infrastructure Needed to Ensure Pedestrian Rights

Since 2000, as global interest in cities has increased, the phrase "walkable city" has frequently appeared in the media. Simply put, a "walkable city" is judged by how close convenience facilities such as schools, hospitals, supermarkets, restaurants, and public transportation are centered around a certain hub. The more places accessible on foot, the more walkable the city is. An American website calculated an index based on this information and ranked walkable cities, which was reported in the media.

From the early 2010s, neighborhoods with many unique shops, as well as restaurants and cafes, became known among tourists as walkable neighborhoods through Airbnb and social networking services (SNS). Ironically, as these neighborhoods became known as walkable and increasingly "hip," houses in these areas gradually turned into accommodations for tourists, causing residents to leave and the neighborhood’s character to completely change, filled only with tourists. Meanwhile, criticism arose regarding overtourism and gentrification, where an overwhelming number of tourists visit, raising questions about the definition of a walkable city. Critics pointed out that so-called "walkable cities" often do not consider the physical conditions of roads and sidewalks, lack information on local safety and environmental conditions, and do not include detailed situations of public facilities and neighborhood commercial spaces, making the information merely superficial.

Illegal parked vehicles are lined up on the road near Dongmyo Market in Seoul. Photo by Younghan Heo younghan@

In the 2020s, concerns about cities changed rapidly due to the COVID-19 pandemic, the resulting unstable international situation, and worsening climate change. Although neighborhoods with many cafes still remain popular on SNS as stylish and walkable places, the media is clearly focusing on pressing urban issues related to social and environmental changes, such as population decline, rising crime, and environmental degradation. In other words, starting from the rediscovery of urban appeal in the 2000s and the heyday of the 2010s, the 2020s have become an era focused on urban problems.

What about Seoul? As a rising global city, Seoul was interested in urban regeneration that highlights the charm of the old until the 2010s. Since the 2000s, it has also made various efforts to create a walkable city. Cheonggyecheon Stream and the Gyeongui Line Forest Trail are representative examples, and other nature-close walking paths throughout Seoul, which foreign media have noted, are emerging as new tourist attractions. In other words, Seoul’s direction so far in creating a walkable city has focused on communication with the natural environment, and except for a few areas, most places already have a high density of public facilities and neighborhood commercial zones, so there was no need for separate discussion.

Conversely, this means that until now, Seoul has not actively discussed the man-made environment, or the "built environment," in terms of creating a walkable city. However, considering that almost everyone spends their daily life in the built environment, it arguably has a greater impact on quality of life than the natural environment people visit for rest. So, how can Seoul become a more walkable city from the perspective of the built environment? Several fundamental issues need to be addressed.

First, the relationship between sidewalks and cars. When walking in commercial areas, one often sees cars parked on sidewalks. This naturally obstructs walking and reduces space in crowded areas, making it very uncomfortable. This is commonly seen on small side streets rather than main roads and is especially dangerous for the elderly and disabled. Although surveillance cameras are installed in many places, rather than relying on after-the-fact monitoring, physical measures should be found to prevent cars from driving onto sidewalks altogether.

This problem is no exception in residential areas. Older neighborhoods often have narrow streets without sidewalks at all. Pedestrians must walk close to the edges of the road to avoid cars. Some places with slightly wider roads or schools have installed low railings to create pedestrian-only spaces, but these are still insufficient. Avoiding the rapidly increasing delivery motorcycles since the COVID-19 pandemic is also very inconvenient.

Relatively, apartment complexes tend to have clearer distinctions between roads and sidewalks, but problems remain when looking at recently redeveloped complexes and their surroundings. The parking lot entrances to apartments often cut through sidewalks on main roads, so cars, delivery vehicles, and motorcycles entering and exiting become obstacles for pedestrians passing by. To solve this, ways to more clearly and safely separate pedestrian and vehicle paths must be found.

Second, improving sidewalks between roads and buildings. Uneven sidewalks are commonly found not only in commercial areas but also in residential neighborhoods and apartment complexes. Uneven sidewalks are uncomfortable to walk on and can be fatal for the elderly and disabled. When it rains or snows, they become slippery and dangerous. This problem is easily seen in commercial areas where sidewalks are higher than roads, in downtown areas, and in newly developed districts. Some places solve this by installing stairs, but it is hard to accept uncomfortable slopes right next to newly built stylish buildings. To address this, new building regulations should be introduced, and places where walking is currently difficult should be improved into flat, easy-to-walk sidewalks through public investment.

Crosswalk in front of the Doota building in Dongdaemun, Seoul. The road is wide, making it hurried for the elderly to cross. Photo by Younghan Heo younghan@

These issues may seem trivial, but they directly affect walking convenience and safety, thus determining quality of life. Seoul is quantitatively a walkable city with dense built environments and commercial areas. However, looking at the conflict between pedestrians and cars and the physical condition of sidewalks, Seoul is closer to a city difficult to walk in daily life rather than a walkable city. As the elderly population grows, the number of residents experiencing inconvenience will increase, so measures need to be prepared.

In other words, Seoul, which is relatively well-rated for accessibility to the natural environment, should take a step further and increase investment in the built environment. Preparing basic and minor infrastructure to better enjoy a walkable Seoul should come first, rather than flashy slogans.

Robert Pauzer, Former Professor at Seoul National University