[Walking Through Seoul] Seoul's Next Transportation Innovation: Micromobility

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Recently, 34-year-old Zohran Mamdani won the New York mayoral election, becoming the city's first Muslim mayor. Mayor Mamdani, who identifies as a social democrat, put forward a number of pledges focused on public welfare and quality of life. His promise to make city buses free received particularly strong support.

When thinking of a city’s main modes of transportation, subways usually come to mind before bicycles or buses. The images of major cities formed in the 20th century-such as New York, London, Paris, Tokyo, and Moscow-are closely linked to their subway systems. Likewise, the cutting-edge image of many Asian cities, including Seoul, in the 21st century is also associated with their new and convenient subway networks. However, buses have always been a significant part of urban transportation. The introduction of exclusive bus lanes in Seoul and Mayor Mamdani’s initiative to make buses free both highlight just how important buses are in the daily lives of citizens.

Broadly speaking, urban transportation has been divided into public transit networks-represented by subways and buses-and private cars. However, this is already a 20th-century perspective. Since the beginning of the 21st century, urban transportation options have become increasingly diverse. The most prominent example is the rise of micro-sized mobility devices such as bicycles and electric scooters, collectively known as “micromobility.”

When picturing someone riding a bicycle, we often imagine them wearing comfortable, activewear similar to hiking clothes, along with a helmet and accessories like gloves or glasses. Bicycling is sometimes seen more as a weekend leisure activity than an everyday mode of transportation, better suited for scenic routes or quiet country roads than for a city’s busy streets.

However, bicycles have already become a widely used mode of urban transportation. In recent years, bicycles have gained attention as a means of getting around the city. The development of electric bicycles has increased their speed, and because they require less physical effort compared to regular bicycles, riders sweat less and can wear everyday clothes rather than specialized gear. This has contributed to their growing popularity. The rapid increase in electric scooter users is also due to these factors.

On the 18th, a shared bicycle storage for Ddareungi was installed near Exit 2 of City Hall Station on Sejong-daero, Jung-gu, Seoul. Photo by Kang Jin-hyung

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Amsterdam and Tokyo are prime examples of cities where micromobility is already well developed. According to a 2022 study cited by The Economist, bicycles account for about 30% of urban transportation in Amsterdam and about 20% in Tokyo. In contrast, London and Montreal in Canada are just over 3%, while New York stands at around 1.5%. Beijing, long known as a “bicycle nation,” saw its share drop from 63% in 1986 to just 6.5% today. However, compared to other major cities worldwide, this is still a high proportion, and recent investments in dedicated bike lanes have begun to reverse the decline.

It is quite interesting that Seoul and Tokyo-cities similar in size, population density, and economic structure-have such different rates of bicycle use. In Tokyo, subways and trains have long been the core of public transportation, with most office workers commuting by rail. Many people cycle from home to the nearest subway or train station. The city’s mostly flat terrain also makes cycling easier. It is worth noting that cities with high rates of bicycle use, like Amsterdam, tend to be predominantly flat.

Micromobility offers many advantages. Above all, it is environmentally friendly. It does not burden the electrical grid or emit carbon. From a spatial perspective, it is also advantageous: several bicycles can be parked in the space required for one car, and many can travel in a single traffic lane, making it highly space-efficient. With no noise or exhaust, it greatly benefits the urban environment. For users, micromobility offers health benefits by providing daily exercise. Of course, there are drawbacks: it can be inconvenient in rain or snow, dangerous when sharing lanes with cars, and requires speed adjustments to avoid accidents with pedestrians when used on sidewalks. However, the advantages far outweigh the disadvantages in many respects.

What about Seoul? While there are a fair number of cyclists, micromobility is still in its early stages, accounting for just 2% of transportation modes-a relatively low figure. To increase the share of micromobility, Seoul can look to Paris for inspiration. In 2018, bicycles accounted for just over 3% of trips in Paris, but by 2023 this had risen to 11% and continues to grow. If the surrounding metropolitan area is included, the share reaches 14%. In fact, in Paris and its adjacent regions, bicycle use has even surpassed car use. As part of preparations for the 2024 Olympics, Paris created a network of dedicated bike lanes connecting Olympic venues and major landmarks, and invested heavily in parking facilities. Increasing the number of shared electric bicycles available for rent also contributed to the growth. As a result, the share of bicycle use rose, car use declined, and both air quality and the overall urban environment improved.

For Seoul to increase its micromobility share, infrastructure investment is essential. Securing dedicated bike lanes and parking spaces is key. Expanding shared bicycle parking near subway stations in residential areas would make it much more convenient to cycle between home and the station. Rather than simply drawing a line next to car lanes, bike lanes should be clearly separated from both roads and sidewalks to ensure safety for all users. This would encourage many more people to use bicycles. If starting in the city center is difficult, it may be better to begin with less congested peripheral roads.

Seoul faces structural challenges in becoming a micromobility city, with its many hills and mountains, cold and long winters, and rainy summers. However, with a shift in mindset and active investment, the share of micromobility can increase. Considering the improvements to the urban environment that would result, there is no reason to delay further.

Robert Fouser, former professor at Seoul National University

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