case study seoul

Cheonggyecheon Stream Restoration Project

Landscape performance benefits, environmental.

• Provides flood protection for up to a 200-year flood event and can sustain a flow rate of 118mm/hr.
• Increased overall biodiversity by 639% between the pre-restoration work in 2003 and the end of 2008 with the number of plant species increasing from 62 to 308, fish species from 4 to 25, bird species from 6 to 36, aquatic invertebrate species from 5 to 53, insect species from 15 to 192, mammals from 2 to 4, and amphibians from 4 to 8.
• Reduces the urban heat island effect with temperatures along the stream 3.3° to 5.9°C cooler than on a parallel road 4-7 blocks away. This results from the removal of the paved expressway, the cooling effect of the stream, increased vegetation, reduction in auto trips, and a 2.2-7.8% increase in wind speeds moving through the corridor.
• Reduced small-particle air pollution by 35% from 74 to 48 micrograms per cubic meter. Before the restoration, residents of the area were more than twice as likely to suffer from respiratory disease as those in other parts of the city.
• Contributed to 15.1% increase in bus ridership and 3.3% in subway ridership in Seoul between 2003 and the end of 2008.
• Attracts an average of 64,000 visitors daily. Of those, 1,408 are foreign tourists who contribute up to 2.1 billion won ($1.9 million USD) in visitor spending to the Seoul economy.
• Increased the price of land by 30-50% for properties within 50 meters of the restoration project. This is double the rate of property increases in other areas of Seoul.
• Increased number of businesses by 3.5% in Cheonggyecheon area during 2002-2003, which was double the rate of business growth in downtown Seoul; increased the number of working people in the Cheonggyecheon area by 0.8%, versus a decrease in downtown Seoul of 2.6%.

At a Glance

SeoAhn Total Landscape

Project Type

Park/Open space Stream restoration

Former Land Use

Transportation

Cheonggyecheon Stream Seoul , South Korea Map it

Climate Zone

Humid continental

~100 acres 3.6 miles (5.84 km) long

~$380 million USD - Total project; ~$120 million USD - Landscape portion

Completion Date

The City of Seoul is in the process of an important paradigm shift, changing from an autocentric development-oriented urban landscape to one that values the quality of life of its people and the importance of functioning ecosystems. By demolishing an elevated freeway and uncovering a section of the historic Cheonggyecheon Stream, the Cheonggyecheon Restoration Project created both ecological and recreational opportunities along a 3.6-mile corridor in the center of Seoul. The project has proven catalytic, spurring economic growth and development in an area of Seoul that had languished over the last several decades.

The aging elevated freeway and concrete deck covering the Cheonggyecheon stream posed safety risks and needed to be repaired or removed. The government wanted to improve connectivity between the city’s north and south sides, which the freeway divided. Transportation experts were concerned that removing the elevated highway would increase traffic congestion and chaos in the northern end of the city since it carried 169,000 vehicles per day. The idea of removing the freeway also met initial opposition from many local business owners. The proposed stream restoration also presented challenges. Water is not naturally present in the Cheonggyecheon for most of the year except during the summer rainy season, making it difficult to create a consistent urban amenity.

The Seoul Metropolitan Government chose to dismantle the elevated freeway and concrete deck covering the stream. To improve north-south linkages, 22 bridges – 12 pedestrian bridges and 10 for automobiles and pedestrians – were proposed to connect the two sides of the Cheonggyecheon. To reduce traffic congestion, car use was discouraged in the city center, rapid bus lines were added, and improved loading and unloading systems were implemented. To address business owners’ concerns, the Seoul Metropolitan Government held over 4,200 meetings to build consensus. Economic support was given to businesses and special agreements were made with vendors who had to move due to project construction. To address the variable flow of the Cheonggyecheon, water from the Han River and several subway pump stations is treated and pumped to create a consistent flow with an average depth of 40 centimeters in the Cheonggyecheon.

• The restoration created a 3.6-mile continuous east-west green corridor for pedestrians, bicyclists, and wildlife.
• Connectivity within the greater transportation network was improved by adding 22 bridges (12 pedestrian, 10 for automobiles and pedestrians), connections with 5 nearby subway lines, and 18 bus lines serving the neighborhood.
• The restoration reestablished connections between waterways. The Cheonggyecheon eventually runs into Jungraechon stream, which leads out into the Han River. The wetlands at their meeting point are designated as an ecological conservation area.
• Because water is only naturally present in the Cheonggyecheon during the summer rainy season, 120,000 tons of water from the Han River and several subway pump stations is is pumped and treated to create a consistent flow with an average depth of 40 centimeters in Cheonggyecheon.
• Native willow swamps, shallows and marshes were constructed in 29 different locations along the restoration, creating habitat for fish, amphibians, insects, and birds.
• A fish spawning ground was created where the Cheonggyecheon and Jungnangcheon meet.
• Terraced vertical walls give visitors access as water levels change, create seasonal interest as levels submerge and re-emerge, and provide flood protection for the city.
• Natural stones bridge the two banks, creating walkways for adventurous pedestrians and to helping regulate water speeds and levels and various points along the stream.
• Construction materials were salvaged and re-used from the concrete deck structure and elevated highway demolition. All of the scrap iron and 95% of waste concrete and asphalt was reused.

Had the Cheonggyecheon Expressway remained, it would have required 100 billion won ($90 million USD) and 3 years of repairs to secure the safety of the aging structure. While these costs would be approximately 289 billion won ($260 million USD) less than the cost of the Cheonggyecheon Stream Restoration, the restoration has served as a catalyst for an estimated 22 trillion won ($1.98 billion USD) worth of capital investment in Cheonggyecheon-area redevelopment that would not have otherwise been invested.

• Design solutions must consider the needs of all users from the initial planning and design phase. With the Cheonggyecheon restoration, the needs of certain user groups, including those with visual impairments and mobility challenges, were overlooked. After complaints culminated in a protest march, elevators were installed at seven locations, and free wheelchairs were provided for users with mobility problems. Because these design interventions were added later, they were more costly and are not fully integrated accessibility solutions.
• A Seoul Development Institute study included the following suggestions for how the restoration could improve its ecological performance: replace granite with vegetated low-flow revetment to increase habitat area, install spur dyke to deepen water and decrease velocity to improve fish habitat in certain areas, conserve variation in river bottom to support invertebrates, create alternate detour channels for fish to encourage migration, and create vegetated filter strips to reduce contaminants entering the stream from motorway runoff.

Project Team

Client: Seoul Metropolitan Government Main Designers: Cheongsuk Engineering (Section 1) Saman Engineering (Section 2) Dongmyung Engineering (Section 3) Landscape Architect: SeoAhn Total Landscape Main Contractors: Daelim (Section 1) LG Construction (Section 2) Hyundai Construction (Section 3) Independent Check Engineers: Suhyoung Engineering (Section 1) Cheil Engineering (Section 2) Cheongsuk Engineering (Section 3)

Role of the Landscape Architect

After the civil engineers oversaw the first phase of the project, the landscape architects and designers directly oversaw the second and third stages of the construction in an attempt to create a more seamless environment. This is atypical for Korean construction projects, with the landscape architects managing three different landscape design groups, the civil engineering team, the bridge design team, and the lighting design team.

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Case Study: Cheonggyecheon; Seoul, Korea

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• Elevated Structure Removal

The Seoul Metropolitan Government decided to dismantle the 10-lane roadway and the 4-lane elevated highway that carried over 170,000 vehicles daily along the Cheonggyecheon stream. The transformed street encourages transit use over private car use, and more environmentally sustainable, pedestrian oriented public space. The project contributed to a 15.1% increase in bus ridership and a 3.3% increase in subway ridership between 2003 and 2008. The revitalized street now attracts 64,000 visitors daily.

• Improve air quality, water quality, and quality of life.
• Reconnect the two parts of the city that were previously divided by road infrastructure.

Lessons Learned

Innovative governance and interagency coordination were critical to the process.

Public engagement, with residents, local merchants, and entrepreneurs, was important to streamlining the process.

Reducing travel-lane capacity resulted in a decrease in vehicle traffic.

Involvement

Public Agencies Central Government, Seoul Municipality, Seoul Metropolitan Government, Cultural Heritage Administration

Private Groups and Partnerships Cheonggyecheon Research Group

Citizen Associations and Unions Citizen’s Committee for Cheonggyecheon Restoration Project

Designers and Engineers Seoul Development Institute urban design team, Dongmyung Eng, Daelim E&C

Close to 4,000 meetings were held with residents. A “Wall of Hope” program was developed to encourage involvement and resulted in 20,000 participants.

Key Elements

Removal of elevated highway concrete structure.

Daylighting of a previously covered urban stream.

Creation of an extensive new open space along the daylighted stream.

Creation of pedestrian amenities and recreational spaces (two plazas, eight thematic places).

Construction of 21 new bridges, reconnecting the urban fabric.

Project Timeline

Adapted by Global Street Design Guide published by Island Press.

Cheonggyecheon Stream Restoration Project

The Cheonggyecheon Stream Restoration Project saw the dismantling and removal of an elevated freeway and the uncovering of a 5.84km section of the Cheonggyecheon historic stream in the centre of Seoul, South Korea (Ref. 2). One of the world’s largest and most densely populated cities, the revitalisation of the Cheonggyecheon Stream has provided Seoul with an ecologically sensitive green pedestrian corridor in an area that was previously recognised as being congested, overpopulated and polluted (Ref. 4). The restoration has provided environmental, social and economic benefits within its immediate proximity (Ref. 2). In addition to becoming a "vehicle for revitalisation, urban renewal and economic development", it has "also signified a shift in Korean planning priorities", with both city authorities and residents now placing an emphasis "on health, sustainability and social responsibility" (Ref. 4). It has further "become a template for planning intention and action across South Korea" (Ref. 4).

Nature-based solution

• Blue infrastructure
• Rivers/streams/canals/estuaries
• In-land wetlands, peatlands, swamps, and moors
• Grey infrastructure featuring greens
• Riverbank/Lakeside greens
• Parks and urban forests
• Green corridors and green belts

Key challenges

• Climate action for adaptation, resilience and mitigation (SDG 13)
• Climate change adaptation
• Environmental quality
• Air quality improvement
• Green space, habitats and biodiversity (SDG 15)
• Habitat and biodiversity restoration
• Green space creation and/or management
• Regeneration, land-use and urban development
• Promote natural styles of landscape design for urban development
• Water management (SDG 6)
• Flood protection
• Stormwater and rainfall management and storage
• Improvements to water quality
• Cultural heritage and cultural diversity
• Protection of historic and cultural landscape/infrastructure
• Economic development and employment (SDG 8)
• Tourism support

Project objectives

Implementation activities, climate-focused activities, climate change adaptation:.

• Increase or improve urban vegetation cover to help reduce outdoor temperature
• Create or improve outdoor spaces to help people escape from urban heat
• Renaturalization of rivers and other water bodies

Biodiversity conservation or restoration-focused activities

Biodiversity restoration:.

• Rehabilitate and restore damaged or destroyed ecosystems

Main beneficiaries

• Local government/Municipality
• Private sector/Corporate/Company
• Citizens or community groups
• Young people and children

Management set-up

• Government-led

Type of initiating organisation

• Local government/municipality

Participatory approaches/ community involvement

• Taskforce groups
• Co-management/Joint management

Details on the roles of the organisations involved in the project

Project implemented in response to ..., source(s) of funding.

• Public local authority budget

Type of funding

• Earmarked public budget

Non-financial contribution

Impacts and monitoring, environmental impacts.

• Climate change
• Lowered local temperature
• Reduced emissions
• Improved air quality
• Water management and blue areas
• Improved water quality
• Increased protection against flooding
• Improved stormwater management
• Enhanced protection and restoration of freshwater ecosystems
• Green space and habitat
• Promotion of naturalistic styles of landscape design for urban development
• Increased green space area
• Increased number of protection areas
• Increased conservation or restoration of ecosystems
• Increased ecological connectivity across regeneration sites and scales
• Increased number of species present

Economic impacts

• Increase of green jobs (e.g. paid employment positions)
• More sustainable tourism
• Increased property prices
• Stimulate development in deprived areas
• Reduce financial cost for urban management
• Attraction of business and investment

Socio-cultural impacts

• Social justice and cohesion
• Improved access to urban green space
• Health and wellbeing
• Improved physical health
• Gain in activities for recreation and exercise
• Cultural heritage and sense of place
• Improvement in people’s connection to nature
• Protection of historic and cultural landscape / infrastructure
• Increased support for education and scientific research
• Increased knowledge of locals about local nature

Type of reported impacts

Presence of formal monitoring system, presence of indicators used in reporting, presence of monitoring/ evaluation reports, availability of a web-based monitoring tool.

Dongdaemun Design Plaza, Seoul by Zaha Hadid: The Metonymic Landscape

Dongdaemun Design Plaza, Seoul – “ The future belongs to those who believe in the beauty of their dreams ,” ( Eleanor Roosevelt ) is often an overlooked statement. Most of life is generic and we are mere pieces in a monochrome abyss. The cyclic nature of life is essential to the survival of our species, but occasionally we need a little change to divert our attention to other things. Most of our thoughts are associa t ed with the surroundings we dwell in our lives. Like most living creatures, man has a vivid response to the stimulus of the senses. And this fact is what drove people to interact more with their environment . And this has highly evolved and grown.

The world has become grey as opposed to the green, and spaces of interaction constrained to the place of work. Most cities of today lack accessible open areas. This issue has led architects , designers, and urban planners, to understand the importance of such spaces. As said by Enrique Penalosa, “ p ublic space is for living, doing business, kissing and playing. Its value can’t be measured with economics or mathematics; it must be felt with the soul. ” We come across public spaces every day, but often we don’t feel comfortable using it (due to the commercialization of public spaces – overcrowding of shops). By now we have established that there is a lack of space and the available spaces un-utilized. So, which way should we go about it?

The major opposing force is the vast growing generic world, with monotonous buildings, resulting in a concrete jungle. The best way to counter the problem is to associate public spaces with modern buildings. The integration of different structures into one which is both functional and aesthetic helps bridge the gap between built form and people. Architecture has witnessed several paradigm shifts in ideologies, and with the development of technology. New concepts like parametric design have brought us closer to the perceived future, allowing us to build bold and magnificent structures, creating stark variety in the monotonous urban fabric. These act as a gateway between yesterday and tomorrow. “ It’s amazing how a little tomorrow can make up for a whole lot of yesterday. ” – John Guare (Landscape of the Body).

The gateway is used as a metaphor to signify any form of transition. But at times we find structures that define what they stand for. ‘ Dongdaemun ’ in Korean means ‘ great east gate ’, and the Dongdaemun Design Plaza designed by Zaha Hadid , stands for its name and creates a ‘metonymic landscape’ (as quoted by Zaha Hadid Architects). It exhibits the element of flow and folds and adds the element of variety in the otherwise wearisome surroundings.

The Dongdaemun Design Plaza (DDP), spread over 22 acres, is a mixed-use building located in Jung-Gu (Seoul) which is a hub of fashion, media, and new technology. The DDP can be broadly divided into three-part viz the plaza, a landscaped park, and the main building. The roof of the building is a walkable landscape park and below which there are spaces including large exhibition spaces (including the pathways), art and design halls, conference hall (and seminar rooms), a design museum, a media center, an integrated design lab, designers lounges, and several 24-hour retail stores and cafes at different levels, interconnected with each other with elegant circulation. It is among the first buildings in South Korea that have used Building Information Modelling (BIM) for its construction. The construction of the structure made use of various aspects like programming, engineering, spatial organization, and parametric design integrated to define the behavioral structure and the interactions happening around them.

Zaha Hadid’s style of architecture speaks out to people giving a sense of belonging and instigates the imagination of people. The DDP has free form reinforced concrete annexes and consists of 45,000 unique double curved panels (each of which has different degrees of curvature). These panels were mass-produced using parametric modeling to have more control over the quality and cost of the produce. These panels create perforation and pixelation patterns over the entire facade, which also acts as a reflective surface for the LED lights and the signboards in the buildings surrounding the structure. It also uses built-in lighting to create patterns and adjust to urban settings accordingly.

The site for the Dongdaemun Design Plaza was initially a stadium, which was the central element of the area. This structure combines folds with its landscaped green spaces, which represent the fast-changing city of Seoul with its efforts to become a green city. It becomes a location for the exchange of ideas and new technologies and helps people of all ages come together and cherish the culture and nightlife of the area. It hosts a large variety of events and exhibitions, which adds to the cultural exuberance. The building has successfully integrated the traditional culture and values (artifacts) of the city with its rapid modernization. This structure becomes a symbol of what the future holds for us and brings life to the imagination of space. The DDP has become an icon of the area and is famous for its 24-hour stores and cafes and vivacious ambiance. It is a gateway to a vivid thought strain and helps people connect to space and tread onto a different world altogether.

Currently pursuing bachelor's in urban planning, with a keen interest in art and design. His works have a sense of fantasy and practicality and he is obsessed with the word ‘Why.’ He enjoys learning complicated concepts and finds their application in life.

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Case Study on the Policy Management in Seoul: Seoul Case Study Program (SCSP) is a part of the effort of Seoul Metropolitan Government (SMG) to foster international cooperation. It was established by signing MOUs with 11 universities in the United States(U.S.) in 2010 and with the University of Sheffield in the United Kingdom(The U.K.) in 2012 for the purpose of promoting Seoul’s successful city policies and establishing a global network to provide young scholars with a body of knowledge regarding policy issues in Seoul. The program is designed as a 7-day study abroad program for the U.S. and U.K. universities to visit Seoul, one of the world’s most dynamic cities.

In partnership with the University of Seoul (UOS), SMG designed and launched the SCSP for graduate students in public administration and urban sciences to experience and understand Korea’s politics, economy and culture during their stay in one of Asia’s largest, most modern and progressive cities. The program provides a window of opportunity for academic cooperation, and exchange of ideas for the management of modern mega cities featuring the following topics: Urban Planning / E-government / Welfare / Housing / Green Policy / Human Resource Management System and etc.

As of June 2023, 945 participants from 14 universities have completed the program and the result has been evidently positive as an increasing number of universities have shown their keen interest in joining the program.

International School of Urban Sciences (ISUS) at UOS serves as a platform for implementing the SCSP. ISUS at UOS is responsible for managing the program and two staffs are dedicated to the management of the program.

Program Objectives

• To support young scholars to gain a better understanding of Seoul’s various policies
• To provide opportunities to gain experience in the urban and traditional culture of Seoul through numerous field trips
• To enable participants to engage in policy debates with Seoul’s public officials who are in charge of the policy implementation
• To assist participants to specialize in the field of comparative public administration
• To establish a network of urban scholars and analysts interested in the City of Seoul
• To share Seoul’s experience with urban management and public administration with the international community

Major Activities

• Participants spend seven days in Seoul and experience 8~10 presentations and 6~8 field visits focused on Seoul’s urban policies and related issues

Learning Outcomes

• Gain a comparative perspective in public administration
• Be able to discuss and critique major issues in public policy and administration
• Understand the idea of administrative reform in the context of the Seoul Metropolitan Government
• Have an enhanced understanding of the traditional as well as modern culture of South Korea
• Appreciate cultural differences and similarities between South Korea and partner countries

Address : 412, Law School Building, University of Seoul, 163 Seoulsiripdae-ro, Dongdaemun-gu, Seoul, 02504,Republic of Korea

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Sustainable Urban Transformation: Three Cases of Urban Public Space Development from Seoul

Public spaces help revitalize a city’s environment, culture, tourism, and economy.

Urban public spaces do not only provide rest areas; they are also integral to a city’s sociocultural fabric and identity. Spaces such as public parks, plazas, and cultural facilities are places where one can share community experiences and memories.

In situations like the coronavirus disease (COVID-19) pandemic where gatherings and indoor activities are restricted, public spaces within the community function as welfare infrastructure that citizens can enjoy at a relatively low cost.

This article provides overviews of three public space development projects implemented by the city of Seoul in the Republic of Korea. Sunyudo Park is a former industrial water purification plant, which has since been repurposed into a popular ecological park. Dongdaemun Design Plaza and Park was created by the Seoul Metropolitan Government to regenerate public space in what was once a sewing industrial zone. It is now a landmark and prime tourist attraction that features unique architectural forms and a revitalized surrounding neighborhood with bustling socioeconomic activities that reflect the area’s heritage. Seoullo 7017 is a pedestrian walkway and public space that was repurposed from a former highway overpass that reached the end of its operational cycle.

Dilapidated and neglected urban infrastructures that once were in heavy use over the course of a city’s urbanization and industrialization accelerate the decline of surrounding areas, and often lead to public safety issues.

The city of Seoul, which underwent rapid changes to its urban fabric from the 1960s, is no exception. Large-scale infrastructure (i.e., water and sewage systems, stadiums, and roads), which were constructed to accommodate the city’s growing population and economic development, started to pose serious environmental and socioeconomic problems as they reached the end of their operational lifecycles around the year 2000.

The city government had to come up with strategies to reuse spaces occupied by decommissioned infrastructure to ensure that Seoul continues to develop in a sustainable manner. Unused water purification facilities, old stadiums, and highways that used to be important structures have been rendered obsolete by modern facilities.

Sunyudo is a small island located near the west bank of the Han River. Once a landmark of the Han River’s natural landscape, the island’s natural state became heavily damaged when a significant amount of rocks were taken from its banks to construct paved roads for the city. Following this, the island became the site for a large scale water purification plant built to service the growing urban population in the mid-20 th century.

The Dongdaemun area used to be one of the historic city centers of Hanyang (the old name for Seoul) where one finds traditional buildings and historic fortresses. In 1925, a large-scale sports facility was built in the area. Wholesale and retail stores specializing in sports equipment and clothing sprang up, and together with the burgeoning local sewing factories in the area, became the local economy’s central aspect. But sales dropped and the sewing industry declined as more modern sports facilities were built in other areas of the city. Under the ‘Design Seoul’ strategic vision, the Seoul Metropolitan Government in 2007 began to demolish decaying structures and facilities in the area.

Seoullo7017

The highway overpass to the north of Seoul station, opened in 1970, was a symbol of the Republic of Korea’s rapid economic growth. However, a safety inspection in 2000 revealed that the overpass had scored the lowest safety rank. In addition, the overpass was perceived negatively for deteriorating the urban aesthetics and contributing heavily to environmental pollution. The huge structure cut off several neighborhoods adjacent to each other, hindering neighborhood mobility in its immediate vicinity. The Seoul Metropolitan Government in 2009 decided to completely dismantle and reconstruct the overpass

Sunyudo Park

Over the course of expanding the number of neighborhood parks in the city’s western part, the Seoul Metropolitan Government set framework guidelines for the development of eco-friendly parks that also address environmental and ecological issues. The Sunyudo Park Transformation Design project— launched in 1999 to repurpose the decommissioned water purification plant into a park—was the first to adopt these guidelines. The park’s design embraced the industrial heritage of the old water purification plant by incorporating old rusted pipes, concrete pillars, and carved traces of water on purification tanks into prominent features of the park such as those seen in the garden of green pillars and the aquatic botanical garden. The project was completed in 2002.

Overview of Sunyudo Park. Photo credit: Seoul Metropolitan Government.

Dongdaemun Design Plaza and Park

After the sports facilities were demolished in 2008, the site was transformed into two main parts: Dongdaemun History and Culture Park and Dongdaemun Design Plaza. It transformed the area into a new multiuse space that preserves its unique cultural and historical legacy. The park was designed to incorporate the excavated and restored fortress walls, ruins, and other ancillary historic structures in the area to ensure the city’s legacy would be the park’s prominent feature. The plaza, on the other hand, was intentionally designed as a large modern architectural landmark to create an integrated cultural complex to attract an influx of population into the area.

Instead of its initial plans to dismantle and reconstruct the overpass, the Seoul Metropolitan Government in 2014 decided to repurpose it into a linear public park for the local community. The existing structure was reinforced, and various landscaping works (i.e., planting of diverse flora) were done to complete its transformation into a pedestrian-only area. To facilitate ease of access for pedestrians, elevators and stairs were installed to connect the overpass to nearby subway stations and bus stops, and to tourist information centers and public toilets. In addition, bridges connecting Seoullo7017 and several large privately-owned buildings were built to make it easier to access nearby commercial facilities. The pedestrian overpass is 1,024 meters long with 17 connecting throughways. The new Seoullo7017 was formally opened in 2017.

One of Seoullo7017’s walkways. Photo credit: Seoul Metropolitan Government.

The new public spaces play a vital role in revitalizing the environment, culture, tourism, and local economy.

Sunyudo Park has won local and international awards for its contributions to environmental and ecological restoration and aesthetics, including the Design Award from the International Federation of Landscape Architects. It was also designated as a Seoul Future Heritage and recognized for providing high-quality leisure space while educating the public on the value of ecological preservation.

The Dongdaemun Design Plaza and Park hosts a variety of design and fashion exhibitions and international workshops annually, and contributes heavily to the development of the country’s design and creative industries. Although some perceive that its modern and unique architectural features do not fit well with the local context, it is undeniable that these very features are what attract local and foreign tourists and exhibitions, enabling the Dongdaemun Design Plaza and Park to perform its function as a cultural facility that works to revitalize the local economy.

Seoullo7017 serves as a network to connect residential and commercial areas around the Seoul station. The repurposed overpass has proven to be critical infrastructure for urban regeneration efforts by providing pleasant and safe walking paths for local residents and tourists in the city center, significantly increasing foot traffic to nearby commercial areas, such as the Namdaemun Market.

Public sector leadership and governance system

The Seoul Metropolitan Government’s leadership in project planning and execution was a critical element of the public space development process. Its clear vision to maintain the Sunyudo site’s heritage, and its role in establishing development guidelines and regulatory frameworks ensured that its transformation into a park was carried out with restraint and respect for already existing structures and features.

In the case of the Dongdaemun Design Plaza and Park, the city government formed a dedicated consultative body—composed of local residents, merchants, and stakeholders from the sports and cultural industries affected by the large-scale spatial reorganization—to gather opinions, form consensus, and make decisions on the development.

Seoullo7017’s pedestrian mobility—enhanced by building throughways connected to privately-owned buildings—was achieved through the Seoul Metropolitan Government’s active engagement and negotiations with the private sector. This ultimately resulted in providing a more convenient public space for city residents.

Direct connection between public spaces and local community

The creation of public spaces can only be considered successful if these are actively used by the people. The three cases share the common design element of accessibility for residents and visitors. Easy access to buses, subways, and bicycles, and connecting the local community and surrounding commercial areas help ensure the continued vitality of the space. In the case of Seoullo7017, the surrounding communities are directly connected by pedestrian trails, and facilities were expanded to enable convenient movement from buses or subways to residential areas. On the other hand, the Dongdaemun Design Plaza and Park has become the economic, social, and cultural center of the area, with various programs to support the existing sewing and fashion wholesale/resale businesses in the area.

Shift toward sustainable development

Principles of sustainable growth—reduction of environmental pollution and economic growth that respects the natural, historical, and cultural environments—were the driving values behind the development of public spaces. Rather than the complete dismantling of the relics of the industrialization era, these were reused to create new forms of public space that enable visitors to enjoy the environmentally-friendly spaces of Sunyudo Park and Seoullo7017. In the case of the Dongdaemun Design Plaza and Park, limitations of an area’s physical development made the city rethink its redevelopment initiatives as ways to solve local socioeconomic problems. This change in thinking has proven to benefit the revitalization of dilapidated downtown areas.

Dongdaemun Design Plaza. Dream, Design, Play.

Parks in Seoul. Seonyudo Park: A Water Garden that Embraces the Beauty of the Han River.

Parks in Seoul. Seonyudo Park Map.

Parks in Seoul. Seoullo 7017.

Seonyudo Park.

Seoul Solution. 2014. Dongdaemun Design Plaza.

Ssunha. 2016. Seoul Station 7017 Info Garden Open to the Public. Seoul Solution. 28 June.

Ssunha. 2017. Seoullo 7017 Amenities for Tourists and Citizens. Seoul Solution. 18 May.

Ask the Experts

Dr. Sehyung Won is working as an urban development specialist at the Seoul Urban Solutions Agency of the Seoul Housing & Communities Corporation. He shares Seoul's outstanding urban policies with foreign cities. After graduating from the Architecture Department at Inha University, he studied urban planning and design at Seoul National University Graduate School of Environmental Studies. He lectured on urban planning and design theory at the Korea National University of Transportation.

Dong Hoon Shin specializes in sustainable urban development and the digital transformation of public service delivery. He is actively involved in the design and delivery of technical assistance and advisory for capacity-constrained cities across the globe.

The Seoul Urban Solutions Agency (SUSA) was established by the Seoul Metropolitan Government to share its urban development experiences with other cities seeking to become sustainable and smart urban domains. Through a wide network of partnerships with the public and private sectors within and outside the Republic of Korea, SUSA works to connect and leverage its wide range of knowledge and resources to assist in solving the development challenges of its partner cities. 

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Creating the City Destination of the Future: The Case of Smart Seoul

• First Online: 05 April 2018

Cite this chapter

• Ulrike Gretzel 7 ,
• Juyeon Ham 8 &
• Chulmo Koo 8  

Part of the book series: Perspectives on Asian Tourism ((PAT))

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Smart tourism development has become a major focus for many destinations across the world, and particularly in Asia, as it promises competitive advantages by increasing efficiency, fostering sustainability, and enhancing tourism experiences. However, smart tourism development is complex and many destinations are struggling to successfully implement it. This chapter describes various smart tourism initiatives under way in Seoul to illustrate the many layers of smart tourism development and establish the destination as one of the leaders in smart tourism.

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Acknowledgment

This work was supported by the Ministry of Education of the Republic of Korea and the National Research Foundation of Korea [NRF-2016S1A3A2925146].

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Gretzel, U., Ham, J., Koo, C. (2018). Creating the City Destination of the Future: The Case of Smart Seoul. In: Wang, Y., Shakeela, A., Kwek, A., Khoo-Lattimore, C. (eds) Managing Asian Destinations. Perspectives on Asian Tourism. Springer, Singapore. https://doi.org/10.1007/978-981-10-8426-3_12

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2 Case Study: Seoul

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The case study highlights the socio-cultural origins of sharing models in Seoul, providing some context on the Korean communitarian cultural concept of jeong . It highlights the leading role of city authorities in stimulating sharing enterprises and behaviour with examples of initiatives supported and developed. It identifies how Seoul has brought human aspects to the fore in its expression of the smart city concept, rather than the technology. It notes also the historical emergence of co-production in Seoul, and its role in helping consolidate democratic governance; and outlines contemporary activity to promote co-governance, transparency and public participation.

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Sustainable Transport System: Case Study of Seoul, South Korea

The lecture “Sustainable transport system/ sustainable places- which comes first” was delivered by Alan Wann.

He questioned before he starts the lecture,

• What do we mean by sustainability?
• What might a Sustainable transport system look like in places of different sizes of cities or towns?

and showed diverse good examples of countries that have a good sustainable transport system.

Sustainability meant “using natural renewable resources” originally but it has had a broader meaning in the present day. In terms of development, it is defined as that “meets the needs of the present without compromising the ability of future generations to meet their own needs” in his words.

Sustainable transport commonly known as Green Transport relies on renewable or regenerated energy rather than fossil fuels to minimize the environmental negative effect. Good examples of sustainable transport can be said walking, cycling, and sailing.

The European Union Council of Ministers of Transport defines a sustainable transport system as one that 1. cares for and satisfies ecosystem health and human needs for development, 2. offers fairly, economic, and efficient transport modes with balanced regional development, and 3. Minimise environmental impacts in terms of emissions, waste, and noise.

There are 3 main modes of transport or travel in our life. The first is Walking. However, most people do not walk more than a mile it takes an average of 18 mins therefore, it is not a common transport mode for the long journey. For a longer journey than a mile, cycling could be a better option. In the UK, only 4% of people use a cycle every day to move and it is mainly an average of 23mins travel while the Netherlands take part in 43%. Then we can question why the Netherlands people cycle more than the UK people. There could be many reasons but in terms of urban design, the Netherlands is a compact country. In many cases of daily life, the distance from one place to another is not far and manageable distance by cycling. The third mode of transport is public transport such as but, metro and train because it carries many people at once compared to a private car. In the UK 59% of public transport journeys are made by bus. However, except in London, UK people are relying on a private car more than public transport (61% of trips by private car).

Public transport is the best option for a long journey compared to cycling and walking, it is a good option that can replace a private car. How can we increase the number of public transport users and in contrast decrease private car users?

As a transport system is one of the key components to creating sustainable places, they need many things that can support the traffic system, for example, the density of a city, the design of the city and road, and regulations.

I am trying to investigate my country, South Korea’s public transport system and the usage of public transport, especially in Seoul, which is the capital of South Korea.

The use of public transport in South Korea

The South Korean Ministry of Land, Infrastructure, And Transport investigates the main purpose of public transport usage, work (commute) and leisure take part in big proportion (28% and 27% each). 68% of S. Korean use buses, and 32% use a metro (fig. 1). However, according to the data about the transport used to commute specifically, still most S. Korean use a private car (60%) more than public transport (29.4% of bus or metro) even if the main purpose of public transport is to commute. But interestingly, Seoul people use public transport (53.2%) more than private cars (35.25), which is the opposite result of other cities in S. Korea (fig.2). If you look at figure 3, you can see the high satisfaction about the public transport system in Seoul (Positive: 59.1%, Normal: 32.6%, Negative: 8.2%), it is much higher percentage compared to average satisfaction (Positive: 35.2%, Normal: 40.0%, Negative: 24.9%). 

According to figures 2 and 3, you can see the satisfaction and the amount of usage go together. Therefore, I will look at the Seoul transportation system to find out why citizens satisfy the public transport system and decide to use public transport rather than private cars.

Seoul Public Transport System

The main public transport in Seoul is a bus, metro, and train. The city has been trying 1. to offer good sharing transport resources with rail-centred mass transit and faster public transportation system, 2. to create people-centred transportation that encourages walking and cycling with reducing traffic fatalities, and finally 3. to achieve environmentally conscious transportation through minimizing unnecessary travel demand and having eco-friendly efficient transport (Seoul Metropolitan Government, n.d.). As the number of passenger cars in Seoul grew by 1,314% (in 2009) since the 1980s, Seoul tried to manage the demand for public transportation (PT) through the increase of the supply of public transit, and did reform the PT system in 2004. In 2010, electric buses were introduced, and a transit mall was constructed in 2014.

• PT System Reform (2004)

1) Reorganization Of Bus Routes & Addition of Colour Code

Seoul changed some problematic bus routes (too many curves or redundant long-range) to a more efficient way with the increase of connection between mass transits, adding colour-code to buses depending on the bus lines (Blue, Red, Green, and Yellow). It increased the efficiency of passengers.

2) The Exclusive Median Bus Lane System with Bus Stops

The original bus lane was the outside of car roads, but it has been moved to the middle of the car road with a bus stop, and buses are given priority on the road (fig.4). It increased the 30% of bus speed, the median bus stops increased the passengers’ fast transit from one to another bus with safety.

2. Integrated Transit Fare Card System (Integrated Transit Fare System + Rechargeable Transportation Card)

The government established the integrated transit fare card system, people only need a single transportation card to take a bus, metro, and taxi anywhere in the country through the T-money system (rechargeable transportation card), it charges depending on the total travel distance rather than independent fare (fig.5). In addition, the transportation card can be used to pay in stores such as public sports facilities, shopping, medical, and recreation. It reduced the burden of traffic fees and increase convenience at the same time.

3. Electric & CNG (Compressed natural gas) Buses with low-floor buses for the transportation-vulnerable

Most diesel buses have been changed to CNG or Electric buses to improve the air quality of Seoul, and low-floor buses are added more for the transportation-vulnerable.

4. Bus Management System (BMS) & Bus Information System (BIS)

through the GPS and BMS. BMS collect bus movement and checks the intervals of bus operations in-real time through GPS, that information is used to improve punctuality. In addition, using the data, they offer a digital board at all bus stops that show the estimated arrival time, the present location of the bus and occupancy level in real-time for passengers. Also, they can check it by smartphone application and website.

Seoul is a very high-density city and public transport lines (bus, metro, and train) are spread over the whole city area. Also, bus, metro and train stations are near each other. Furthermore, the public transport transfer system and fare system are well-integrated. Digital systems are applied to transportation, which increased the overall passengers’ convenience. Those made the increase of the public transport usage.

Ministry of Land, Infrastructure and Transport (2021) 한눈에 알아보는 대중교통 이용현황 2020년 (Available at: https://www.molit.go.kr/USR/NEWS/m_35045/dtl.jsp?lcmspage=1&id=95085966 )

Seoul Metropolitan Government (n.d.) Seoul Public Transport (Available at: https://www.metropolis.org/sites/default/files/seoul_public_transportation_english.pdf )

The Korea Transport Institute (2021) 2020년 교통물류 대국민조사 (Available at: https://www.koti.re.kr/component/file/ND_fileDownload.do?q_fileSn=300623&q_fileId=ca75ea05-fd5a-4cb4-8fe1-73e91c92d724 )

https://www.koreaherald.com/view.php?ud=20211223000575

https://iglus.org/case-study-displaying-real-time-bus-occupancy-levels-in-seoul-south-korea/

https://world.seoul.go.kr/introduction-of-low-floor-bus-phone-reservations-for-transportation/low-floor-bus/

https://opengov.seoul.go.kr/mediahub/16641129

4 responses to “Sustainable Transport System: Case Study of Seoul, South Korea”

The author Hyelim Lee combined her own experience in her lived city(maybe, I’m not very sure) Seoul to present what is the component of the transportation system and how is the using frequency in transportation tools. It seems that people in Seoul often use public transports in communting because of the PT system Reform(2004) and The Exclusive Median Bus Lane System with Bus stops. These two reformed policies make the Seoul become more convenient to use public vehicles in replace of private cars. In addition, unifying price in bus system will further the rationality of taking the bus in daily time. It indicates that the more developed city, the more it is necessary to optimize the urban system rationally. When people come to a bus stop, they hope to see the information more clearly like shift information. Digital board perfectly satisfies this requirement. Also, it is important for disabled people to design a low floor to solve their difficulty. However, not every city is similar to Seoul. We have Shanghai, Beijing, Shenzhen, like this kind of developed area in my country: China. They rely on private cars because of huge populations in their country and it is very heavy in communting time. They don’t want to squeeze the bus which is called Crowdlies. Due to this, we are experiencing traffic congestion every day in rush hour, even it will take us 1 hour to stay in the 100-meter road, like Beijing, Shanghai. Thus, in low-population city, I understand and I know it is easier to improve and fix the transportation system in urban areas, but how can we solve the traffic problem in high-population city. Even in America, they have the car culture in several cities like Detroit because urban planning and city size decides the developing regulation. Can we subdivide the urban areas? To more arrange the city and create the convenient transportation system or guide people to use public vehicles? Can we research the new energy to promote it into our all means of transportation? (Actually we are doing this, like new energy cars and buses, petrol-eletric hybrid car) This could be rising to sustainable and environmental problem, but all of these changes will affect our daily time, including the choices, conveniences and satisfactions. Anyway, I just want to discuss and put forward these puzzled questions.

Written by Yihan He(Jason)

Thanks to this article, I got an overview of the sustainable transportation system in South Korea. The transit system in Seoul, which is discussed in the article, is a very good case study that can provide lessons for other large developing cities in Asia. The city of Seoul has used measures such as adjusting bus routes and lanes, designing for accessibility, and improving management systems to successfully allocate convenient transportation to people who take public transportation out of the city, thus promoting a greater preference for sustainable transportation.

What is remarkable about the Seoul case is that, in addition to reforming the bus system itself, Seoul has also implemented a series of successful urban designs, the most representative of which is the Cheonggyecheon Restoration Project, in which the city removed the viaduct covering the Cheonggyecheon river and used the reformed bus system to divert the existing traffic. The city removed the viaduct over the Cheonggyecheon river and diverted the traffic flow with a reformed bus system. After the removal of the viaduct, the traffic congestion in Seoul was effectively reduced rather than increased. At the same time, the Cheonggyecheon river has been ecologically improved and turned into an attractive waterfront recreational park.[1]

For a long time, sustainable policies have been difficult to promote around the world, and it seems that people subconsciously oppose environmental protection and urban development to each other. The case of Seoul’s public transportation system inspired me that a sustainable transportation system is dependent on the city and its residents and that a successful sustainable transportation system does not hinder the development of the city and its residents, but rather serves them better. A successful sustainable transportation system does not hinder the development of the city and its residents, but rather serves them better. Therefore, we should take into account the local human and natural environment when designing and planning, and adopt appropriate strategies to create a win-win situation for both urban development and the ecological environment.

[1] HWANG K， BYUN M， LAH T, et al. Cheonggyecheon Restoration Project: Conflict Management Strategies[ R]. Sejong City: The Korea Transport Institute,2016.

Hi Hyelim, The case study of Seoul’s sustainable transport system is an interesting and informative look at how it has successfully implemented and integrated various forms to promote sustainable transportation. For example, it’s interesting how they have changed the layout of their roads to increase the productivity of buses. I especially like how they have encouraged the use of public transportation, Seoul has implemented several initiatives, including reduced fares for off-peak travel and the use of smart cards, which make it easier for people to pay for and transfer between different modes of transportation and offer discounts. Overall, this blog provided some interesting aspects that the UK could implement in order to ensure people are more satisfied with their public transportation. The reason why the Netherlands has such a high use of cyclers is due to its history and how it gave birth to its biking culture. The Netherlands’ cities were congested with cars by the 1970s, just like most European cities. There were 100 automobiles per 500 people in 1970 because of a sharp increase in car ownership. It was fatal because Dutch streets, many of which were built during the Middle Ages, were not intended for this kind of traffic. Nearly 500 of the more than 3,000 fatalities caused by cars in 1971 were children. This gave rise to the Stop de Kindermoord movement (Stop the Child Murder). The public outcry over such high fatality rates also happened at the same time as the 1973 oil crisis, during which some OPEC members reduced oil output and imposed export embargoes on specific nations. These two incidents taken together were sufficient to convince the Dutch government to abandon its previous policy of car-centric urban design (euronews, 2022). The Netherlands’ flat terrain is another factor that contributes to biking’s practicality and convenience as a form of transportation. Bike riding is also a safe and convenient option for individuals of all ages because of the nation’s extensive network of bike paths and infrastructure, which includes designated bike lanes and traffic signals for cyclists (As Easy As Riding A Bike, 2013). Looking at what Seoul and the Netherlands have done, the UK needs to do significant changes in how they approach sustainable transport and implement it within their designs.

As Easy As Riding A Bike. (2013). Why do the Dutch cycle more than the British? [online] Available at: https://aseasyasridingabike.wordpress.com/2013/04/29/why-do-the-dutch-cycle-more-than-the-british/#:~:text=Climate%20cannot%20be%20a%20reason,Netherlands%20%E2%80%93%20has%20considerably%20more%20cycling . [Accessed 9 Jan. 2023].

‌euronews. (2022). Cycling nation: The secret to the Netherlands’ biking success. [online] Available at: https://www.euronews.com/next/2022/09/17/the-worlds-cycling-nation-how-the-netherlands-redesigned-itself-as-a-country-fit-for-bikes [Accessed 9 Jan. 2023].

I’d like to appreciate Hyelim Lee for creating this post, which gave me a solid understanding of Korea’s public transportation system. According to the report, Seoul residents are pleased with the quality of the city’s public transportation system, and they use public transportation more frequently than private automobiles. It is my opinion that the reform of the transportation system that has been accomplished in Seoul is something that megacities all over Asia, and even large cities all over the world, can learn from and profit from. Hyelim’s description of the reorganization of the PT system in particular. Through the implementation of innovations and changes in infrastructure, management techniques, management agencies, and operational models, the city of Seoul has effectively increased the efficiency of its transportation operations. This substantial upgrade is a critical component in the continued development of Seoul’s public transportation system. Cities such as Beijing and Shanghai in China, where urbanization is accelerating, have taken initiatives to ease traffic congestion, which is seen as one of the most important social concerns, in order to ameliorate the situation. These actions were taken to improve the situation. Limiting the number of automobiles on the road, implementing a policy of shaking license plates, constructing subways, and so on are all instances of interventions that have been implemented; however, these interventions do not fundamentally address the issue of traffic congestion. Putting people first should be the fundamental purpose of efforts to develop environmentally friendly transportation networks, with the ultimate goal of creating a green travel area for locals. akin to what Seoul accomplished in the renovation of the Cheonggyecheon River, which includes restoring the ecosystem of the Cheonggyecheon River inland, promoting economic development along the river, and providing a better livable environment for the city’s residents. Other cities can learn from Seoul’s experience with implementing transportation reform by improving transportation infrastructure, making travel easier, encouraging people to travel in environmentally friendly ways, and making full use of public transit systems.

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• Reflections
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School of Architecture Planning and Landscape Newcastle upon Tyne Tyne and Wear, NE1 7RU

Telephone: 0191 208 6509

Email: [email protected]

Copyright © Smart Cities Council Inc. 2024. 

• DOI: 10.35280/kotpm.2024.27.2.13
• Corpus ID: 270673031

A Case Study on Brand Design Development Using AI Logo Design Platforms -Focused on the Seoul City Brand ‘SEOUL, MY SOUL’-

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Funding Opportunity Title: 2025 Young Trilateral Leaders Network (YTL) Regional Workshops on Critical and Emerging Technologies

Funding Opportunity Number: PD-SEOUL-FY24-04

Deadline for Applications : Wednesday, July 31, 11:59 p.m. GMT+9

CFDA Number: 19.040 – Public Diplomacy Programs

Total Amount Available: $120,000

This notice is subject to availability of funding.

• PROGRAM DESCRIPTION

Introduction : The Public Diplomacy Section’s (PD) of U.S. Embassy Seoul and U.S. Embassy Tokyo of the U.S. Department of State are pleased to announce a Notice of Funding Opportunity (NOFO) for a series of regional workshops and accompanying virtual engagements on critical and emerging technologies to be run under a Cooperative Agreement as part of the 2025 Young Trilateral Leaders Network (YTL) program. YTL is a new initiative based on the outcomes of the 2023 Camp David Trilateral Leaders’ Summit and 2024 U.S.-ROK-Japan Trilateral Global Leadership Youth Summit that seeks to include youth aged 20-35 in meaningful dialogue about the shared opportunities and challenges facing the United States, Republic of Korea, and Japan.

The inaugural YTL programmatic year will focus on a series of regional workshops that encourage Korean and Japanese youth to collaborate with — and learn from — American peer experts on issues related critical and emerging technologies. Workshops should explore how youth living in the ROK, Japan, and U.S. can leverage new technologies to tackle the most challenging issues facing the Indo-Pacific region today. Potential programmatic topic areas could include:

• AI’s impact on democratic institutions and education systems
• Quantum computing
• Social media mis/disinformation
• Young women’s participation and success in STEM fields
• Semiconductors
• Games and immersive technologies as collaborative spaces
• Next generation clean energy technology
• Leveraging new technologies to encourage youth civic participation
• Space exploration

Based on their organizational expertise, applicants may also propose other critical and emerging technology topics that are not listed here. Please refer to the White House’s Critical and Emerging Technologies List for more detailed information.

Target Audience : Korean and Japanese college students and young professionals aged 20-35 from diverse backgrounds who work, study or have a demonstrated interest in critical emerging technologies, speak fluent English, and are interested in trilateral collaboration. The total number of participants should be adjusted based on the available budget. Participants should reflect the United States government’s commitment to diversity, inclusion, equity, and accessibility

Location : Workshops must take place in both the Republic of Korea and Japan. Applicants are strongly encouraged to submit proposals that include most of their programming outside of the Seoul and Tokyo metropolitan areas. Virtual components should supplement in-person activities.

Timeline : Successful proposals should include a series of focused programs on topics of interest that will take place starting throughout 2025.

Alumni Engagement : Proposals must explain how the inaugural program year will build a tight-knit network of program alumni and should include a robust and realistic alumni engagement plan.

Monitoring and Evaluation (M&E) : Proposals must include a substantive monitoring and evaluation plan that sets clear goals and metrics to be tracked throughout the project. In addition, M&E plans should include data collection (via focus groups, surveys, etc.) of participant populations to capture their feedback on the program and opinions on broader trilateral cooperation.

• Proposals must include an American element or connection with U.S. experts, organizations, or institutions. Proposals may include requests for international travel and related costs of experts, speakers, and key individuals in support of broader activities.
• Given the nature of trilateral programs, programs should be conducted in English – or if the target population lacks English fluency, must include interpretation. Programs whose exclusive goal is teaching English will not be considered.

For more information, please refer to the NOFO document, and email u s at  [email protected]  f or any questions.

PD-SEOUL-FY24-04 Full NOFO (PDF)

Full NOFO document for PD-SEOUL-FY24-04: 2025 Young Trilateral Leaders Network (YTL) Regional Workshops on Critical and Emerging Technologies

• PD-SEOUL-FY24-04 Full NOFO (pdf)

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Please enroll in the U.S. Department of State's Smart Traveler Enrollment Program (STEP) at https://step.state.gov , a free service that allows U.S. citizens traveling or living abroad to receive the latest updates about safety conditions from the nearest U.S. embassy or consulate.

Please refer to the Embassy's COVID-19 webpage.

No. You must apply for a passport at your nearest U.S. Embassy or Consulate. If you are in Korea, you must submit your application to the U.S. Embassy in Seoul, Korea.

Please refer to the Embassy's Passport Services webpage.

If you are an American citizen with an after-hours emergency, please call us at + 82-(0)2-397-4114 . For inquiries regarding a specific case, please email us at [email protected] .

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Please call: (02)-397-4114

Outside of Office Hours, contact: (02)-397-4114

Outside of South Korea: +82-2-397-4114