PREFACE
Term paper is an important topic in semester – I Post Graduate syllabus of University of Calcutta.
My topic is “TRANSPORT NETWORK ANALYSIS and ITS IMPACT on REGIONAL DEVELOPMENT”.
The paper begins with ‘The Concept of Transport’; here I discuss what transport means in general sense and the processes of transport.
The next sector is concerned with the ‘Modes of Transport’ as it deals with the network directly. Thus modes of transport are one of the important components of the network. Here I have discussed all the modes of transport, transport pattern and a simple model of interaction.
The next chapter includes ‘The Transport Network Analysis’ where I discussed Topological Classification of Network, Centrality within a Network, The Spread and Diameter of Networks and mainly the Transport Network Analysis.
This discussion is followed by ‘The Concept of Regional Development’ where I discussed the definition of region and short view about regional development.
The relation between the Transport Network Analysis and Regional Development is highlighted in the next sector. It is the most important part of the paper. That’s why its include The Role of Transport in Regional Development and also the importance of Transport in Tourism as tourism can be a leading factor in a regions development.
Documented with diagrams, couple of tables and written in a simple but convincing style, the paper, it is hoped that it shall attract immense peoples concern.
I am highly indebted to Professor Dr. Uttam Mukhopadhyay for his motivation, moral and material support.

1. THE CONCEPT of TRANSPORT
Transport is concerned with a movement of persons or goods for some particular purpose.
In economic language, the demand for transport is a derived demand. Transport as such does not really produce a tangible product and the meaning of the word demand in such a situation is that transport is required not for its own sake but because it is useful in satisfying some other need. Transport is useful in so far as it provides a service and is referred to by economists as being a factor of production. Roads, railways, ships, buses and aero planes are various forms of capital but, unlike natural resources, capital is man-made since man has to create it for himself. Transport, therefore, is a form of capital good, in just the same way as a piece of factory equipment, but while the latter is a possession which can be used physically to produce goods, transport is a possession which is used to produce service. Thus, transport provides a means of moving persons or goods from one place to another.
Two simple examples will illustrate the point. Since most people live away from their normal place of work, transport is demanded because of the need to get quickly and safely from home to work. Secondly, a producer of consumer goods requires transport in order to move goods from his factory or depot to the wholesalers and retailers who sell his goods. In both cases, therefore, transport is useful in satisfying a particular need – the need to get to work in the first example and to provide a link between the supplier and the market in the second.
The forms which transport take are highly variable and range from simple carriage by means of animals, e.g. mule, reindeer, elephant, to large and highly sophisticated carriers such as Jumbo Jets and super-tankers. There is also certain specialization of function depending upon the nature of the goods carried, e.g. whether solid or liquid, small or bulky, perishable or imperishable, and a number of special types of transporting mechanisms have been developed. But no matter what the item or how it is carried, the fundamental fact and function of transport is simply to move it from place to place; by what mode of transport it is moved and by what method is of secondary significance, though not necessary unimportant.

2. MODES of TRANSPORT
Although a study of transport is concerned with the operation of a transport network, it is often convenient to consider the system in various ways. The usual approach is to look at transport in terms of the various main transport modes or agencies, and this is the approach adopted in Part Two. In a modal study of transport takes place and, looking at the various modes, two obvious methods of analysis exist: * From a geographical point of view, there are distinctions between land, sea and air transport * From a operational point of view, there is a distinction between the transport of goods and passengers
There are four necessary requirements for any mode of transport - * The Route – this is the way, course or track taken by transport. * The Vehicle – this is a requirement for the carriage of persons or goods by any means of transport. * The Motive Power – this is the form of natural or mechanical energy used to drive the vehicle in which transport takes place. * The Terminal – since transport is concerned with movement between an original and a destination, the terminal is necessary for access on or off a particular transport network.
2.1THE MODES of TRANSPORT: * Land Transport * Road Transport * Rail Transport * Water Transport * Ocean or Sea Transport * Air Transport * Airway
For land transport, the construction of a route way or track is a necessity and this requires extensive investment before journeys can take place. * Road transport, which is the most important form of land transport, cannot take place without the construction of suitable roads. * Rail transport requires a more specific route in the form of a special track on which locomotive s and stock can operate, and, although this is much recently developed mode of transport, the track has also been adapted to changing requirements over time.
Water transport is probably least susceptible to change, but the route requirement is for the construction of canals or the improvement of existing natural waterways. * Ocean or Sea transport is by no means as limited as the foregoing and may be said to operate in a natural rather than a man-made environment. Ocean going vessels and cross- channel or short-sea ferries are clearly limited to those part of the earth’s surface covered by sea.
Air transport is by no means as limited as the foregoing and may be said to operate in a natural rather than a man-made environment. * Airway is almost “as free as bird” and, in theory, if not in practice, the route can operate anywhere and in any direction.
2.2 TRANSPORT PATTERNS:
Transport pattern is a very important topic in transport network analysis. Transport pattern generally means the patterns of movement. Few movement patterns are shortly described here-

* THE TRIP:
The basic unit of movement is a ‘trip’; this may be defined as “the one way travel from one point to another for a particular purpose”. B (Destination) A (Origin) Spatial Interaction FIG.1-Representation of a Trip * DESIRE LINE:
These show two principal features: First, the direction of demand for communication as illustrated by the line from an origin to a destination. Secondly, the width of the desire line, which is an indication of the volume of demand for movement.

Y2 Y1 City (Y) R1 R2 X1 Town(X)

Y3 R3 X2 Y4 R4 X3 FIG. 2 – Representation of Desire Line INDEX High Density Land Uses Low Density Land Uses Y1- Y4 Residential Areas outside City Y X1- X3 Residential Areas outside Town X R1 – R4 Village Communities in Rural Areas Desire Line On the basis of the diagram, the following general patterns of movement are – * High Density – High density travel ( Town X - City Y) * Low density – Low density travel ( Village R1 – Village R2) * Low density – High density travel ( Suburb Y1 – City Y) * Movement within high density zones ( within City Y) 2.3 A SIMPLE MODEL of INTERACTION: A(100)
There are two limiting factors which determine the strength of interaction between two places. Distance is the first crude factor – the attraction between two areas or places of a given size will increase as the distance between them decreases and vice-versa. The second limiting factor of the relative attraction between two places is that measured by their populations. For example, the attraction between two cities a given distance apart is greater than that of two small towns the same distance away from each other. B(100) 1 km. 2km. C(100)

FIG. 3 – Model of Interaction There are three settlements A, B and C each of which has the same population of 100 persons and no barriers to communication. A is 1 km. from B and C is 2 km. from B. The gravity model suggests that there will be twice as many trips between A and B as between B and C. 3. TRANSPORT NETWORK ANALYSIS
Transport network analysis is an important aspect of transportation geography because it involves the description of the disposition of nodes and their relationship and line or linkage of distribution.
There are three components of network. Those are – * Vertices or Nodes * Edges or Links * Region or Faces
Vertices or Nodes: The points which form the basic elements of the graph are commonly known as vertices and are sometimes designated as nodes.
Edges or Links: The lines connecting the vertices are called edges or links.
Region or Faces: The areas enclosed by edges are called regions.
3.1 TOPOLOGICAL CLASSFICATION of NETWORK: * Planner * Paths * Trees * Circuits * Cells * Non-Planner
Paths, Tress, Circuits, are the ‘Linear flow system’ and the Cells are the ‘Linear barriers’.
It gives measures of connectivity, accessibility and also allows compansions to be made between regional networks within a country and between other countries. As FITGERALD (1974) has said network analysis explains the characteristics of one network to reflect certain spatial aspects of the socio-economic system.
3.2 CENTRALITY WITHIN a NETWORK:
The degree of centrality of any node on a network may be described in terms of its KÖNIG NUMBER, an index developed in 1936 by D. KÖNIG. The König number for each node is calculated by adding up the number of arcs from each node using the shortest path available. A F E C B D G FIG. 4 – Centrality within a Network For example, in Fig. 3 point D has lowest number and is, therefore, the most central node in the network. 3.3 THE SPREAD and DIAMETER of NETWORKS: The diameter of networks was examined by Kansky who developed two useful indices to measure spread of network. The description of a network in terms of its diameter involves the counting of the number of arcs on the shortest possible path between the two nodes lying furthest apart on the network, although any addition of connecting arcs may results in the diameter being decreased. PI INDEX: Kansky has developed pi index for the analysis of transport network when the focus investigates the relationship between the transportation network as a whole and its diameter. The ratio between the length of the network and the length of network diameter will be measured by pi index. P.I = Total Distance of Network / Distance of the Network Diameter ETA INDEX: The eta index is useful when some spatial characteristics of the network are under examination. This is also indicative of the spread of the network. E.I = Total Network Distance / Number of Arcs
3.4 THE MEASURES of NETWORK:
The measures of network structure derived from graph or theoretical concept may be broadly classified into two groups- * Ratio Measures * Non-Ratio Measures * Ratio measures are suitable for comparison of different networks and also help in explaining the nature of connectivity. Some are- Alpha Index, Beta Index, Gamma Index, Eta Index, Pie Index etc. * Non- Ratio measures are those measures which describes transportation network in their entirety are constructed pre- dominently as ratio between the whole system and the individual elements. Some are- Cyclomatic Number, Diameter of the Network etc.
3.4.1 CONNECTIVITY and ITS MEASUREMENT:
“The connectivity of a network may be defined as the degree of completeness of the links between the vertices”- C.G.BAMFORD and H.ROBINSON (1978).When a network is abstracted, as a set of edges that are related to the set of vertices.
ALPHA INDEX:
It is one of the most useful measures of connectivity of a network particularly in a fairly complex network.
A.I = e-v+1 / 2v-5

BETA INDEX:
Beta index can be found by dividing the total number of arcs by the total number of nodes in a network.
B.I = arcs/ nodes
GAMMA INDEX:
Gamma index is the ratio between the observed number of edges and vertices of a transportation network.
G.I = e/ 3(v-2)
CYCLOMATIC NUMBER:
Cyclomatic number is a different way of measuring connectivity. This is based upon the condition that as soon as a connected network has enough areas to form a tree. Then any additional arc will result in the formation of circuit. Thus the number of circuits in a connected network equals the total number of arcs, the number of arcs that are required to form a tree.
C.N = a – (n-1), where, “a” = The Number of Arcs; “n” = The Number of Nodes
3.4.2 ACESSIBILITY and ITS MEASUREMENT:
It is one of the most important attributes of a transportation network. It is mainly the structure of a network, which changes in response to a addition of new linkages. The measurement of nodal accessibility is based on graph theory and practically by De-Tour Index.
DE-TOUR INDEX:
The straight route between two places or direct routes (also known as desire line) are the routes which people used to follow because of their shorter distance. This type of deflection is very common due to physical obstacles or barriers.
D.I = (Actual Route Distance / Straight Line Distance) X 100
4. THE CONCEPT of REGIONAL DEVELOPMENT
4.1 WHAT IS a REGION?
The concept of region is used widely – both in terms of policy and political but also in common usage. A region can be defined using a wide range of criteria, but common criteria include spatial and geographical variables. Common too are social and cultural elements, the latter points raise questions of identify and attachment to place, i.e., that is regions can be defined by cultural factors. Identify is a powerful force in development of notions of regions.

Regionalism is a process of creating or reinforcing regions, most notably through the cultural and social characteristics which go to identify and reinforce regions. Regionalism is political manifestation of regional identify. It is the agency factor and it is the ‘voice’ of regions at the political level.

4.2 CONCEPT of REGIONAL DEVELOPMENT:
When the discipline of regional development emerged in 1950’s it had a strong economic basis and focus on what firms did in regions and how their performance influenced a range of economic indicators; employment, profit, GDP and growth. Towards the end of the 20th century, regional development became far more multi-disciplinary in its approach. Political science, public policy and sociology became critical disciplines alongside economics focus more on the notion of what a region might be and how a range of factors- not just economic- shaped the idea of a region.

In the 21st century economic geography has joined the disciplines and the focus of regional development is more on the spatial dynamics of regions- as places to live, work and invest. The focus for the discipline is just as much on people as drivers of regional development as smoke stack industries, regional development agencies and firms. People with their knowledge and where and how they use that knowledge is a key focus for research in regional development.

New theories of regional development focus on human and social capital, innovation and the spatial dynamics- demographic change- as a key components in understanding how often small sub-national peripheral economies (SSNPE) are challenged to respond the pressures from a global economy – competition and the need to construct advantage in regional economies, not assume what was good enough in the past – comparative advantage- will get the job done.

A common thread for regional development concerns some kind of economic and social improvement: * More and better quality infrastructure( soft and hard) * Improve community services * Greater and more diverse volume of production * Lower unemployment * Growing number of jobs * Rising average wealth * Improved quality of life

4.2.1 FACTORS GENERATING CAUSE and EFFECT in REGIONAL DEVELOPMENT: * Biophysical Resource Endowment * Geographical Accessibility * Human and Social Capital * Demography * Changing Lifestyle Preferences * Space Transforming Technologies * New Production Technologies * Expenditure on Public Infrastructure * Business Management and Development * International Events
4.2.2 NEW REGIONALISM:
It embraces a number of components. These include- associational economy, learning regions, competitive regionalism, and regional innovations systems.
5. TRANSPORT NETWORK ANALYSIS vs. REGIONAL DEVELOPMENT
5.1 THE ROLE of TRANSPORT in REGIONAL DEVELOPMENT:
The relationship between transport and economic development is a matter much theoretical interest and practical importance, and one that have received considerable attention over many years in both the advanced and less developed countries. It is also an extremely topical and controversial area of study. Economists seek to explain how transport infrastructure developments and improvements can be included in their theories of regional economic growth. The geographer is more concerned with the spatial implications of such developments and their impact upon the activities in a particular region. Politicians on the other hand would like to know more about the relationship since it would help in the general allocation of government expenditure in the economy. All these positions need to be considered. The aim of this chapter is to provide an integrated view of the role of transport in development at the both regional and sub-regional level by a discussion of examples taken from both developed and developing countries.
It will be abundantly clear from what has already been said so far in this book that the pattern and the degree of development of the transport network in any area is a factor of crucial significance influencing political, economic and social progress and these days must be considered in every stage of national and regional development planning.
It is clear that transport is a focus of attention, but what perhaps is not so clear is whether transport is, in fact, a fundamental prerequisite for economic development. It has long been tacitly assumed, at least in the west, that adequate transport facilities are basic for economic progress; that they are a necessary condition for, and actively automatically promote, economic development. A decade age Hunter questioned this assumption and pointed out that in the centrally planned economies, e.g. in the Chinese People’s Republic, the role of transport was accorded a secondary rather than a primary role in economic development. In his examination of Soviet and Chinese transport development, Hunter came to the conclusion that, whether in centrally controlled or capitalist dominated economics, transport develops as a concomitant of economic development, not as a prerequisite for it.
Ideas about the nature of the relationship between transport and development may be said to fall into three categories - * There is the traditional, and generally accepted view that the provision of transport facilities is a precondition of economic development and results in a positive stimulus * There is the view that transport postdates economic growth or in other words, is a result, rather than a cause, of economic development * There is the middle or neutral view that transport development is concomitant with economic growth, that is neither a perquisite for, nor a result of economic development

FIG. 5 – Over View of Transport Impacts
5.2 TRANSPORT and TOURISM:
As a result of shorter working hours, longer holidays, increased income and improved facilities, the people of the developed countries are engaging in recreational activities on an ever- increasing scale. Recreation may be passive or active in its nature, through both, especially the latter, normally involve some form of transport. Improvements in transport and especially the increased use of motor car has enabled increased numbers of participate in recreational activities , especially activities of a more exotic type which are often not locally based and which involve some travel to reach the activity destination, e.g. sailing, gliding, rock climbing, pony trekking etc. Tourism is merely an aspect of recreation but it has been dependent upon transport to a great and ever increasing extent.
5.2.1 THE FUNCTION of TRANSPORT in TOURISM:
Transport is a necessary and essential element of tourism. It is regarded as the principal tourist service since, by definition, tourism involves movement to areas away from where a person normally works and lives. Transport factors have been important in their influence upon the tourist destination. This can be observed by studying the growth and development of tourism over the last 150- 200 years or so. Transport change, therefore, controls and determines the geographical spread of tourism.
The quality of the network is the key factor determining the accessibility of individual resorts and tourist areas. There must also be a desire on the part of tourists to want to travel to such places.
5.2.2 VEHICLES UESD in TOURISM: * Land Transport and Tourism * Railways * Buses and Coaches * The Private Car * Water Transport and Tourism * Air Transport and Tourism

TABLE: TRANSPORT USED TO REACH HOLIDAY DESTINATIONS IN U.K | 1985(%) | 1990(%) | 1995(%) | 2000(%) | 2005(%) | 2010(%) | CAR | 27 | 34 | 47 | 60 | 68 | 75 | BUS | 27 | 33 | 21 | 21 | 15 | 11 | TRAIN | 47 | 37 | 30 | 21 | 13 | 12 |

FIG. 6 – Transport Used to Reach Holiday Destinations in U.K
The diagram shows that the importance of personal vehicle is increasing year wise in Britain and the usage of public transport is decreasing day by day. This is an indication of high transport facilities in the country and also a developed economy where almost ¾ of the population can afford personal vehicle. The statics can forecast, 100% population would have their own vehicle also a part of regional development in near future.

FIG. 7 – Proposed Usage of Transport (2020)
Source: British Transport Authority

COUNTRIES | YEAR WISE TOURIST VISIT by SEA and AIR TRANSPORT | | 2000 | 2000 | 2010 | 2010 | | SEA | AIR | SEA | AIR | FRANCE | 706 | 353 | 1682 | 467 | GERMANY | 275 | 293 | 348 | 316 | ITALY | 229 | 424 | 215 | 511 | BELGIUM | 204 | 122 | 329 | 115 | NETHERLANDS | 190 | 207 | 270 | 235 | SPAIN | 239 | 1344 | 287 | 2235 | SWITZERLAND | 149 | 188 | 111 | 169 | TABLE: VISITS BY U.K RESIDENTS TO EUROPEAN COUNTRIES (THOUSNDS)

FIG. 8 – Visits by U.K Residents to European Countries (Thousands)
The diagram shows different importance of sea and water transport in different country. But one thing is constant that there is positive rise in amount of passengers in every country between 10 years span. This statistics can forecast an increase in both sea and air transport of every country in near future. FIG. 9 – Proposed Visits of Tourists (2020)

Source: International Passengers Surveys

CONCLUSION
There is no generally accepted theory on the role of transport in regional development. Transport development can prompt economic development, although in perspective, it is one of various necessary stimuli. The debate on this topic is likely to continue for a long time, development impact is not really an important consideration in infrastructure investment decision- making. This does not mean to say that there is no impact – it merely illustrates the uncertainty.
The regional benefit of a transport improvement is a geographical phenomenon. As G .William has pointed out, sub- regional effects of highway investment can be recognized but inter – regional effects are more difficult to determine. In problem regions within developed economies the effectiveness of transport policy in stimulating regional growth is limited. It is also uncertain in relation to the other more important and direct stimulus, regional policy. Many other factors affect the economic development of a region- * The location decisions of industry and commerce are particularly important, and this is recognized with the various financial incentives available for firms expanding within or moving to problem regions. * Public investment in such areas can help to create a better social and economic environment for future regional growth. Infrastructure improvement may therefore be seen as a factor in attaching firms which would otherwise have located in a non-development area, but it is by no means the most important influence.
This conclusion does not equally apply to developing economies, where the transport network may be sorely inadequate. A lack of transport facilities may well provide a major bottleneck to both their regional and natural growth. This is especially the case where a developing nation may possess resource for development, yet lack the transport infrastructure to foster their development.