Should we invest more in transport for lagging regions?

Should we invest more in transport for lagging regions? | Research Square window.SnipcartSettings = { analytics: { enabled: false } }; (function() { var accessVector = localStorage.getItem('access_vector') || ''; window.dataLayer = window.dataLayer || []; if (accessVector) { window.dataLayer.push({ user: { profile: { profileInfo: { snid: accessVector } } } }); } })(); (function(w,d,s,l,i){w[l]=w[l]||[];w[l].push({'gtm.start':new Date().getTime(),event:'gtm.js'});var f=d.getElementsByTagName(s)[0],j=d.createElement(s),dl=l!='dataLayer'?'&l='+l:'';j.async=true;j.src='https://www.googletagmanager.com/gtm.js?id='+i+dl;f.parentNode.insertBefore(j,f);})(window,document,'script','dataLayer','GTM-K279D39R'); Browse Preprints In Review Journals COVID-19 Preprints AJE Video Bytes Research Tools Research Promotion AJE Professional Editing AJE Rubriq About Preprint Platform In Review Editorial Policies Our Team Advisory Board Help Center Sign In Submit a Preprint Cite Share Download PDF Research Article Should we invest more in transport for lagging regions? Seongkyun Cho This is a preprint; it has not been peer reviewed by a journal. https://doi.org/ 10.21203/rs.3.rs-4589237/v1 This work is licensed under a CC BY 4.0 License Status: Posted Version 1 posted You are reading this latest preprint version Abstract This research proves that sizable transport investment for lagging regions is reasonable, and smaller investments, such as bus route arrangements, are better for prosperous regions, given house prices or income levels. This study’s essential takeaways are as follows. First, facilitating walking accessibility to bus stations in ten minutes is preferable to economically developed regions. Second, sizable transport investments, increasing fifteen minutes of accessibility to infrastructure by public transport modes, are better for the lagging regions. Third, most industries do not have positive synergies with the two accessibilities above in developing the nationwide economy, so there might be a limit for transport investment to continue getting benefits on a long-term basis. Fourth, the incumbent test measuring the feasibility of transport investment needs to accept the secondary quantitative benefits preferable to lagging regions. Fifth, the construction industry extracted synergies with the 15-minute accessibility through public transport to most infrastructures in lagging regions. Sixth, enterprises of an industry locate themselves too densely; for example, education and interactive access to buses do not supply the power to develop the regions (e.g., Seoul) well. Seventh, this study quantifies the interactions above as the actual currencies for objective and easy comparisons. Finally, this research’s policy recommendations work for international cases harmed by regional disparity since Korea has achieved economic development in a relatively short term while producing severe economic regional disparity due to the uniform transport investment principle. transport accessibility industry house price income level and regional economy Full Text Additional Declarations No competing interests reported. Cite Share Download PDF Status: Posted Version 1 posted You are reading this latest preprint version Research Square lets you share your work early, gain feedback from the community, and start making changes to your manuscript prior to peer review in a journal. As a division of Research Square Company, we’re committed to making research communication faster, fairer, and more useful. We do this by developing innovative software and high quality services for the global research community. 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Also discoverable on Platform About Our Team In Review Editorial Policies Advisory Board Help Center Resources Author Services Accessibility API Access RSS feed Manage Cookie Preferences © Research Square 2026 | ISSN 2693-5015 (online) Privacy Policy Terms of Service Do Not Sell My Personal Information {"props":{"pageProps":{"initialData":{"identity":"rs-4589237","acceptedTermsAndConditions":true,"allowDirectSubmit":true,"archivedVersions":[],"articleType":"Research Article","associatedPublications":[],"authors":[{"id":316375217,"identity":"0f549520-6af4-4e19-9c0a-7db1370e09aa","order_by":0,"name":"Seongkyun Cho","email":"data:image/png;base64,iVBORw0KGgoAAAANSUhEUgAAAZAAAAAyAQMAAABI0h/eAAAABlBMVEX///8AAABVwtN+AAAACXBIWXMAAA7EAAAOxAGVKw4bAAAAz0lEQVRIiWNgGAWjYBACA2YGBmYQg590LZINRGthgGoxOECsFnN29sufC2ru5Rnfbn4m8XEPgzy/GAHNls08ZdIzjhUXm905ZiY54xmD4czZCQQcdpgnjZmHLSFx240EY2OeAwwJBrcJa0n+zPMvIXHzjPTPxn+I08J+QJq3LSFxg0SO4WMGYrQA/cImzduXUCxxI6fwYc8BCcJ+Mec//vgzz7eEPP4Z6RsO/DhgI88vTUALAwMPKGoYYMokCCkHAfYHyFpGwSgYBaNgFGACAPTqQlq5638RAAAAAElFTkSuQmCC","orcid":"","institution":"Ministry of Land, Transport and Transport","correspondingAuthor":true,"prefix":"","firstName":"Seongkyun","middleName":"","lastName":"Cho","suffix":""}],"badges":[],"createdAt":"2024-06-16 09:53:20","currentVersionCode":1,"declarations":"","doi":"10.21203/rs.3.rs-4589237/v1","doiUrl":"https://doi.org/10.21203/rs.3.rs-4589237/v1","draftVersion":[],"editorialEvents":[],"editorialNote":"","failedWorkflow":false,"files":[{"id":60172196,"identity":"88779eb4-90ce-4485-9809-940c1e7cc195","added_by":"auto","created_at":"2024-07-12 15:16:05","extension":"pdf","order_by":1,"title":"","display":"","copyAsset":false,"role":"manuscript-pdf","size":619337,"visible":true,"origin":"","legend":"","description":"","filename":"Shouldweinvestmoreintransportforlaggingregionsmod.pdf","url":"https://assets-eu.researchsquare.com/files/rs-4589237/v1_covered_69cdc0a7-6a57-4602-ba12-53a3ede6ac17.pdf"}],"financialInterests":"No competing interests reported.","formattedTitle":"Should we invest more in transport for lagging regions?","fulltext":[],"fulltextSource":"","fullText":"","funders":[],"hasAdminPriorityOnWorkflow":false,"hasManuscriptDocX":false,"hasOptedInToPreprint":true,"hasPassedJournalQc":"","hasAnyPriority":false,"hideJournal":true,"highlight":"","institution":"","isAcceptedByJournal":false,"isAuthorSuppliedPdf":true,"isDeskRejected":"","isHiddenFromSearch":false,"isInQc":false,"isInWorkflow":false,"isPdf":true,"isPdfUpToDate":true,"isWithdrawnOrRetracted":false,"journal":{"display":true,"email":"[email protected]","identity":"researchsquare","isNatureJournal":false,"hasQc":true,"allowDirectSubmit":true,"externalIdentity":"","sideBox":"","snPcode":"","submissionUrl":"/submission","title":"Research Square","twitterHandle":"researchsquare","acdcEnabled":true,"dfaEnabled":false,"editorialSystem":"","reportingPortfolio":"","inReviewEnabled":false,"inReviewRevisionsEnabled":true},"keywords":"transport accessibility, industry, house price, income level, and regional economy","lastPublishedDoi":"10.21203/rs.3.rs-4589237/v1","lastPublishedDoiUrl":"https://doi.org/10.21203/rs.3.rs-4589237/v1","license":{"name":"CC BY 4.0","url":"https://creativecommons.org/licenses/by/4.0/"},"manuscriptAbstract":"\u003cp\u003eThis research proves that sizable transport investment for lagging regions is reasonable, and smaller investments, such as bus route arrangements, are better for prosperous regions, given house prices or income levels. 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