But not all are convinced. Anton Vorobyev, an independent consultant who works with Russians living in Busan, said that discussions about an inter-Korean railway have been going on for years but that the “project does not go further than talking.”
Certainly, it has been a long and painful process. The two Koreas first agreed to reconnect their rail systems in 2000, but that was just the start of seven years of construction and negotiations. A North Korean train finally arrived in Jejin on May 17, 2007, welcomed by cheering crowds.
But things...
more... soured quickly. In 2008, a North Korean soldier fatally shot a South Korean tourist who wandered into a restricted area in the Mount Kumgang resort, and the train service was shut down. Jejin station never received any passengers other than from that one test run in 2007.
Given the large financial cost involved, restarting plans to reconnect the rail service is risky. A complete renovation of North Korea’s railways could easily run into billions of dollars, with much of the cost borne by South Korea.
Recent visitors say that unlike South Korea’s world-class infrastructure, the North’s once-lauded rail network is decrepit. Even near economic hubs such as Rason, only painfully slow trains sharing single tracks are available, and delays stretch from hours to days.
Ahn Byung-min, a South Korean railway expert who advises Moon’s government, said he had not seen any improvements in North Korea’s trains in more than 40 visits since 2000. “I’d say it’s got worse,” he said. Some of his travel was on trains that reminded him of the runaway mine cart in the film “Indiana Jones and the Temple of Doom,” he said.
A blank train timetable at Jejin railway station in far northeast South Korea. (Min Joo Kim/The Washington Post)
South Koreans have sought ways to get the ball rolling. On July 3, Song, the South Korean politician, wrote directly to Trump, pleading with him to lift U.S. sanctions on a project to connect the Russian city of Khasan to the port of Rason in North Korea. As the project was already exempt from U.N. sanctions, he wrote, Trump could remove U.S. sanctions unilaterally as a gesture of goodwill to Pyongyang.
If this happened, “Kim Jong Un would have some leverage to persuade the hawkish military group” in North Korea that denuclearization was worth it, Song said. He has not received a response to his letter, however.
“If you’re on the one hand refusing to import North Korean coal and minerals until they make tangible steps on denuclearization, while at the same time constructing railroads to import said goods, that’s an inherently contradictory policy,” said Benjamin Katzeff Silberstein, co-editor of North Korean Economy Watch.
There are signs that North Korea is growing impatient. Rodong Sinmun, the country’s most-read newspaper, published an article Tuesday that accused Seoul of taking “reckless measures to comply with sanctions.”
“What South Korea can do and what North Korea actually wants are different,” said Kim Byeong-uk, an economist who fled North Korea in 2002 and now heads a think tank in Seoul. North Korea may ultimately decide instead to invest in special economic zones that would allow it to earn hard currency while avoiding greater outside scrutiny, he said.
But near Jejin railway station, that doesn’t matter — many feel that something long-delayed is finally arriving. Kim Jung-ja, the real estate agent, said that in 2007, the rundown local area was buzzing with excitement about the train line. Now, once again, she was receiving calls from property speculators looking to buy.
Any problems would lie with the United States, which was being too tough on North Korea, Kim Jung-ja said. “We live right here,” she said of her town’s proximity to the North. “We’re not afraid at all.”