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| Jeolla Line | |
|---|---|
| Name | Jeolla Line |
| Native name | 전라선 |
| Type | Conventional rail |
| System | Korail |
| Status | Active |
| Locale | Honam region, South Korea |
| Start | Iksan |
| End | Yeosu Expo |
| Stations | (varies) |
| Open | 1914–1936 (staged) |
| Owner | Korea Rail Network Authority |
| Operator | Korail |
| Character | Regional |
| Linelength | ~200 km |
| Tracks | Single / Double (sections) |
| Electrification | 25 kV 60 Hz AC (sections) |
| Speed | Up to 230 km/h (sections) |
Jeolla Line
The Jeolla Line is a regional railway traversing the Honam area of South Korea, connecting Iksan in North Jeolla Province to Yeosu in South Jeolla Province. It links major urban centers such as Gunsan, Gwangju, Suncheon, and Yeosu Expo with national corridors like the Gyeongbu Line and the Honam Line. Operated by Korail and developed by the Korea Rail Network Authority, the line has been central to industrial, agricultural, and tourism transport in the Jeolla Province region.
The line serves as a backbone for regional connectivity between Iksan Station, Gunsan Station, Gwangju Songjeong Station, Suncheon Station, and Yeosu Expo Station, interfacing with high-speed services at Gwangju Songjeong–Gimpo Airport Station and conventional junctions at Okgu, Dorong, and Yeocheon. It facilitates integration with national services such as the KTX, Mugunghwa-ho, and ITX-Saemaeul networks while supporting freight flows for ports including Gunsan Port and Yeosu Port. Key institutional stakeholders include Ministry of Land, Infrastructure and Transport (South Korea), Korea Railroad Research Institute, and regional governments of North Jeolla Province and South Jeolla Province.
Initial construction began in the late Imperial Japanese period with segments completed between 1914 and 1936, influenced by colonial-era projects tied to Keijo (Seoul)-centered rail strategies and the development of the Chōsen Railway. Post-liberation restructuring under the Korean National Railroad and later Korail saw modernization phases in the 1970s and 1980s linked to the Saemaul Undong era infrastructure drive. The line underwent major upgrades during the 1990s and 2000s concurrent with national initiatives such as the National Railroad Network Plan and the preparation for the Yeosu Expo 2012, prompting double-tracking and alignment improvements. Investments and planning involved entities like Korea Development Institute and multilateral finance discussions with the Korea Eximbank for rolling stock procurement and civil works.
Topographically, the route passes coastal plains near Gunsan and more mountainous terrain approaching Gwangyang and Yeosu, requiring tunnels and bridges similar to structures on the Honam Line and Janghang Line. Major civil works included the construction of cut-and-cover tunnels, viaducts adjacent to the Yeosu Industrial Complex, and station redevelopment at Gwangju Songjeong to interface with the Gwangju Metro and Gwangju Airport. Track geometry improvements incorporated continuous welded rail, concrete sleepers, and grade-separation at level crossings near Naju and Boseong. Signalling systems saw phased upgrades from legacy relay interlockings to computerized traffic control compatible with European Train Control System-like standards considered by the Korea Railroad Research Institute.
Passenger services historically comprised long-distance expresses such as Mugunghwa-ho and intercity units like ITX-Saemaeul, with integration into the KTX network via connecting services at Iksan Station and Gwangju Songjeong Station. Timetabling balances regional commuter flows, seasonal tourist spikes to Boseong Green Tea Fields and Yeosu Expo attractions, and freight windows serving industrial clients including POSCO-linked plants and petrochemical terminals in Yeosu. Operations management is overseen by Korail Operations with scheduling inputs from the Korea Transport Institute and oversight by the Ministry of Land, Infrastructure and Transport (South Korea) for safety and capacity planning.
The line has used a range of rolling stock including diesel multiple units such as Korail Class 220000 and loco-hauled coaches like older Korail Mugunghwa-ho sets. Post-upgrade operations introduced electric multiple units similar to Korail Class 210000 families for faster regional services, with freight motive power from classes used on the Gyeongbu Line and Honam Line corridors. Depot facilities at Iksan Depot and stabling yards near Suncheon handle maintenance, aligned with standards from the Korea Railroad Research Institute and component suppliers including Hyundai Rotem and Doosan Heavy Industries.
Electrification and partial double-tracking progressed in stages to support higher-speed regional services and reduce diesel emissions, aligning with national decarbonisation targets set by the Ministry of Environment (South Korea). Projects included 25 kV 60 Hz AC electrification of selected segments, station modernization for barrier-free access in line with Act on Promotion of Convenience for Disabled Persons, the Aged and Pregnant Women, and signalling upgrades toward interoperability with KTX-compatible operational frameworks. Funding and planning involved Korea Rail Network Authority project management, technical reviews by Korea Railroad Research Institute, and regional investment coordination with Jeollabuk-do and Jeollanam-do provincial offices.
Safety frameworks incorporate standards promulgated by the Ministry of Land, Infrastructure and Transport (South Korea) and accident investigations by the Korea Transportation Safety Authority. Recorded incidents have prompted recommendations similar to national lessons from accidents on the Gyeongbu Line and Yeongdong Line, resulting in improved level crossing protections, updated signal interlockings, and staff training programs coordinated with Korail Academy. Emergency response exercises involve local authorities including Iksan Fire Station, Gwangyang Police, and regional disaster management offices to coordinate rail incident mitigation and passenger evacuation procedures.