Seoul's Revolutionary 'Kickboard-Free Streets' Show Promising Results as Pedestrian Safety Takes Priority

Seoul's Groundbreaking Approach to Urban Mobility Safety

Seoul has taken a bold step in urban transportation policy by implementing South Korea's first-ever 'kickboard-free streets' pilot program. This innovative initiative, which began on May 16, 2025, represents a significant shift toward prioritizing pedestrian safety in one of Asia's busiest metropolitan areas. The program specifically targets high-traffic zones where the risk of accidents between electric scooters and pedestrians has reached concerning levels.

The policy emerged as a direct response to mounting public concerns about electric scooter safety. According to a comprehensive survey conducted by Seoul Metropolitan Government in October 2024, an overwhelming 79.2% of respondents reported experiencing inconvenience due to others' electric scooter usage, with 75% identifying collision risks as their primary concern. This data provided the foundation for what would become a landmark policy in Korean urban planning.

Current Implementation and Target Areas

The 'kickboard-free streets' program currently operates in two strategically selected locations: Hongdae Red Road in Mapo District (1.3km) and the Banpo academy district in Seocho District (2.3km). These areas were chosen based on their high pedestrian traffic and elevated accident risk profiles. The restriction applies daily from 12 PM to 11 PM, covering the peak hours when foot traffic is heaviest.

The policy encompasses all personal mobility devices as defined by the Road Traffic Act, including electric scooters, electric two-wheel parallel vehicles, and electric bicycles that operate solely on electric power. This comprehensive approach ensures that the safety benefits extend beyond just traditional kickboards to include the full spectrum of personal mobility devices that have become increasingly popular in Seoul's urban landscape.

Positive Results from Recent Inspections

Seoul City Councilwoman Yoon Young-hee's recent field inspection on June 24, 2025, revealed encouraging results from the pilot program. During her visit to the Banpo academy district, accompanied by officials from Seoul's Transportation Bureau, Pedestrian and Bicycle Division, and Personal Mobility Device Team, she observed a notably improved environment. The inspection found no abandoned scooters in the designated area and no riders operating without helmets or engaging in reckless behavior.

Citizens in the area expressed overwhelmingly positive feedback, with many stating that the walking environment has become significantly more comfortable and safe. This citizen satisfaction represents a crucial validation of the policy's effectiveness, demonstrating that regulatory measures can successfully balance urban mobility needs with pedestrian safety concerns.

The Growing Problem That Sparked Action

The implementation of kickboard-free streets came as a response to alarming trends in personal mobility device accidents. Statistics from the Korea Road Traffic Authority show that personal mobility device accidents increased nearly tenfold between 2018 and 2023, with Seoul experiencing a particularly sharp rise. In 2018, there were only 56 such accidents, but by 2023, this number had grown dramatically, highlighting the urgent need for intervention.

The emergence of the term 'kicklani' - a portmanteau of 'kickboard' and 'gorani' (roe deer) - in Korean internet culture illustrates the severity of the problem. This term describes electric scooters that appear suddenly and unpredictably, much like deer on roads, creating dangerous situations for pedestrians. The widespread adoption of this term reflects the public's growing frustration with unregulated scooter usage in urban areas.

Community Response and Cultural Impact

Online communities have been actively discussing the kickboard-free streets initiative, with responses varying across different platforms. On Naver and Daum, the majority of comments express support for the policy, with users sharing personal experiences of near-misses with electric scooters. Many parents particularly appreciate the safer environment around the Banpo academy district, where their children attend after-school programs.

However, some younger users on platforms like DC Inside have expressed concerns about mobility restrictions, arguing that proper education rather than outright bans might be more effective. Despite these dissenting voices, the overall community sentiment remains supportive, especially among pedestrians who frequent the affected areas. The policy has sparked broader discussions about urban planning priorities and the balance between convenience and safety in modern city design.

Enforcement and Future Expansion Plans

The current pilot program operates under a guidance and education-focused approach for the first five months, with full enforcement scheduled to begin in October 2025. During this initial period, police conduct regular patrols to inform users about the restrictions rather than issuing fines. This graduated approach allows for community adaptation while gathering data on the policy's effectiveness.

Violations of the personal mobility device ban carry significant penalties: fines of 30,000 won and 15 penalty points for general roads, with doubled penalties of 60,000 won and 30 points in school zones. Additionally, illegally parked scooters in or near restricted areas face immediate towing, with users charged 40,000 won for towing plus storage fees of 700 won per 30-minute period.

Broader Implications for Korean Urban Policy

Seoul's kickboard-free streets represent more than just a local traffic regulation; they signal a fundamental shift in Korean urban planning philosophy toward pedestrian-first design. This policy has attracted attention from other major Korean cities, with several municipalities expressing interest in implementing similar measures. The success of Seoul's pilot program could establish a new standard for urban mobility management across South Korea.

International urban planning experts have also taken notice of Seoul's approach, viewing it as a potential model for other densely populated Asian cities grappling with similar challenges. The policy demonstrates how cities can proactively address emerging transportation technologies' unintended consequences while maintaining the benefits of urban mobility innovation. As Seoul prepares to evaluate the program's effectiveness in September 2025, the results will likely influence urban transportation policies far beyond Korea's borders.