Editorial: National Assembly neglects national interest by passing Dalbit Railroad bill

The special bill for the construction of the "Dalbit High-speed Railroad" being passed during the first plenary session of the 412th National Assembly (Extraordinary Session) held at the National Assembly main session hall in Yeouido, Seoul on Jan. 25, 2024. /News1

The bill, supported by 261 ruling and opposition party lawmakers, passed the plenary session of the National Assembly, marking the largest number of proposed bills submitted en masse in South Korean constitutional history. The legislation advocates for various benefits related to the construction of the “Dalbit High-speed Railroad” between Daegu and Gwangju. In response to criticism branding it as populist ahead of the elections, the initial bill removed terms such as ‘high-speed railroad’ and ‘double track line.’ Nevertheless, controversial clauses, including an exemption from a preliminary feasibility study for economic evaluation, were retained, leading to the passage of the revised version through bipartisan agreement.

The Dalbit High-speed Railroad project has been overshadowed in terms of efficiency and urgency compared to other regional railways. It was not even included in the preliminary draft of the ‘Fourth National Investment Plan for Railway Network’ announced by the Korea Transport Institute in 2021. However, the mayors of Daegu and Gwangju successfully secured its inclusion in national projects, leveraging the joint hosting of the Asian Games in 2038 as justification.

Approaching the general election, the mayors of the two cities announced a change in plans, shifting from a ‘single-track, conventional railway’ to an 11.3 trillion won plan for a ‘double-track, high-speed railway.’ Despite the proposed high-speed railway’s travel time being 84 minutes, it was revealed that even with high-speed operation on a conventional railway, the difference would be just 2 minutes. In response to criticism, lawmakers passed the bill, excluding only the terms ‘high-speed’ and ‘double-track,’ and disregarding other objections. The daily traffic volume on the Daegu-Gwangju highway (22,322 vehicles) is less than half of the national highway average (52,116 vehicles), indicating relatively low transportation demand. Nevertheless, the plan involves laying down railway tracks in this region.

Although the high-speed railway project, costing 11 trillion won, has been abandoned, the construction of a ‘single-track, conventional railway’ still requires 6 trillion won. If Daegu and Gwangju insist on a ‘double-track, conventional railway’ in the future, it would cost at least 8.7 trillion won. Among the 44 new projects included in the Fourth National Investment Plan for Railway Network, other projects are progressing through multiple feasibility studies. While other regions adhere to proper procedures for laying down railways, it remains unclear why only Daegu and Gwangju are exempted from preliminary feasibility studies for their projects, contradicting the principles of balanced national development. It appears to be nothing more than the political influence of these two powerful cities pushing through their agenda.