[Issue] South Jeolla's Solo Push for 'Seoul-Jeju High-Speed Rail' Sparks 'Jeju Bypassing' Controversy

Grand Debate Led by Wando and Haenam Held at the National Assembly on December 17
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"The Value of the Island Lies in the Scarcity Created by Its Separation"
Lessons from the Eurotunnel B

Image of Seoul-Jeju High-Speed Rail. Photo by Changwon Park

On December 17, at the National Assembly Library in Yeouido, Seoul, Assemblyman Park Ji-won (representing Haenam, Wando, and Jindo) and the local governments of Wando and Haenam hosted the "Seoul-Jeju High-Speed Rail (JTX) Grand Debate." The participants described the project as a "lifeline to prevent the disappearance of local regions," urging its prompt inclusion in the national plan and publicly disclosing the total project cost of 27.4 trillion won.

They argued that once the high-speed rail is constructed, it would guarantee stable mobility even during adverse weather conditions such as typhoons and heavy snowfall, eliminating concerns about flight or ferry cancellations. They also claimed that it would enable the mass and rapid transportation of agricultural and marine products from Jeju to the Seoul metropolitan area, thereby reducing logistics costs and revitalizing the regional economy.

However, the perspective from across the sea in Jeju remains cold. This is due to concerns about insufficient economic feasibility, as well as fears that Jeju’s unique "island identity" would be undermined.

This article examines the economic feasibility of the 27 trillion won train project and the emotional resistance felt by Jeju residents.

The Jeju route is a fierce battleground for global low-cost carriers (LCCs).

An airline industry official questioned, "With tickets often available for 20,000 to 30,000 won on weekdays during off-peak seasons, how many consumers would choose to take a high-speed rail from Seoul, passing through Mokpo and Wando and then a subsea tunnel, taking an estimated four hours?"

Financial experts have long expressed concerns about the private investment method for large-scale infrastructure projects in Jeju. Moon Sung-yu, former president of Korea Asset Management Corporation, also strongly warned in a column last year about the structural limitations of private investment (BTO) projects and the risk of fare burdens being shifted onto users. This is a point that must be considered even more seriously for a high-speed rail project costing over 20 trillion won.

In fact, transportation experts estimate that, considering the profitability required by private investors, a one-way fare would exceed 150,000 won-three times higher than the 30,000 to 50,000 won fares of LCCs. With travel time four times longer and fares three times higher, they offer a sobering assessment that such an "inefficiency paradox" would make it difficult for this mode of transport to survive in the market.

Beyond economic viability, an even more fundamental issue is Jeju’s identity. Tourism experts unanimously agree that "the core competitive edge of Jeju tourism lies in its rarity, stemming from its separation from the mainland."

Moon Sung-yu also recently argued in a column that "whether a subsea tunnel is necessary should be decided by Jeju residents themselves," strongly warning against a situation in which Jeju’s fate is determined by mainland logic. Within the local community, there is growing concern that the moment Jeju is connected by high-speed rail and becomes an extension of the mainland, the island’s unique mystique will vanish, reducing it to just another provincial city at the southern tip of the Korean Peninsula.

A Jeju resident, Mr. A (45), lamented, "What difference is there between arriving in Jeju by train through a dark tunnel and going to Mokpo or Busan? Turning Jeju into part of the mainland will only diminish its unique appeal."

While South Jeolla Province hopes for tourism revitalization in Wando and Haenam, experts warn of a "history of failed infrastructure."

As an overseas example, the Eurotunnel (the Channel Tunnel between the UK and France) faced bankruptcy risks due to enormous maintenance costs and losing out to LCCs (such as Ryanair) after opening in 1994, resulting in significant losses for early investors.

Domestically, Kongju Station on the KTX Honam Line opened alongside the high-speed rail, but due to a lack of related content, it has become a "ghost station" with only a few hundred users per day.

Professor Kim Youngmin of Jeju National University describes this as the "Straw Effect." "High-speed rail is highly destination-oriented, so intermediate stops like Wando are likely to be passed over. Without killer content to entice passengers to get off the train, people will prefer to eat lunchboxes on board and head straight to Jeju, rather than get off in Wando," he analyzed.

Jeju Cityscape. Photo by Changwon Park

The National Assembly debate was an event by and for South Jeolla Province, with no voice from Jeju. An astronomical budget of 27 trillion won, weaker competitiveness compared to LCCs, and the emotional resistance of Jeju residents who say, "Don’t take away the romance of crossing the sea." The obstacles facing South Jeolla’s "JTX speed drive" appear extremely high and formidable.

Despite these circumstances, Jeju residents cannot hide their discomfort as South Jeolla raises its voice in Jeju’s name.

Oh Young-hun, Governor of Jeju Province, drew a clear line, stating, "At this point, discussions about a subsea tunnel are inappropriate; the construction of a second airport is the top priority." The principle is that the "right to self-determination" over the island’s future belongs to Jeju residents.