@prefix vivo: . @prefix edm: . @prefix ns0: . @prefix dcterms: . @prefix skos: . vivo:departmentOrSchool "Arts, Faculty of"@en, "Geography, Department of"@en ; edm:dataProvider "DSpace"@en ; ns0:degreeCampus "UBCV"@en ; dcterms:creator "Aylsworth, James Arthur"@en ; dcterms:issued "2010-01-22T03:24:36Z"@en, "1974"@en ; vivo:relatedDegree "Master of Arts - MA"@en ; ns0:degreeGrantor "University of British Columbia"@en ; dcterms:description """The topic of this thesis is the relationship between transportation modes and regional economic development. The objective is to determine the influence of the mode on the pattern of development. The three most significant variables in transmitting the influence are seen to be: the construction pattern and attributes of the transport systems; the resources of the region; and the stage of development of the region. The basis of the relationship is that theoretically and empirically, in a frontier region transportation is one of the most effective and controllable factors influencing industrial investments. The relationship is examined by associating private investments in northeastern British Columbia with the demand and supply of transportation units in the region. The investment statistics are drawn from government publications while the transportation units are documented in a variety of ways. Firstly, the historical development of the networks is discussed. Then, a measure of the road network is developed to simulate the changing relative lengths of the road links over time. Investment in industrial categories in the study region was found to be related to attributes of transport networks, such as rates and frequency. Correspondence with firms in the study area supplied additional information about transportation needs and costs. The empirical data on transportation networks are discussed in terms of theories of industrial location and regional economic development to arrive at explanations of the spatial and temporal distribution of the investment. The conclusions drawn from the study verified that investments in certain sectors of the economy were related to specific transport modes. Investments in some primary industries were dependent on certain transport units supplied by the rail network. Cheaper freight rates, volume and size restrictions and frequency characteristics of the rail mode made it attractive to those industries which traditionally had low value-to-weight ratio goods. Investments in the primary industries were also associated temporally with changes in the rail network. The wood products and paper and allied industries received investments temporally and spatially related to changes in the rail network. Investments in industries linked with these primary industries were also documented showing temporal sequence patterns. The findings demonstrated that in a resource region, transportation units with specific characteristics are desired to facilitate development of resources. Cost was found to be one dominating consideration. Some industries which used the rail system, could have used the road network but it would have cost 10-30% more to do so given the characteristics of the existing roads. It was found in other industries that the frequency of service or volume capacity characteristics of the rail system were superior to the road system. These characteristics were found to be the most important in the study region and were incorporated into a model of transport related development in a frontier region. The first stage of the model covered the development of an interregional link to join the region with its potential markets. This interregional link or path was at first supplied by a road network and is traditionally of poor quality. The second stage coincides with the "opening up" of the region. Resources are developed and some processing of these resources begins. At this stage, a rail network with its lower rates, large capacities and interregional characteristics is the most useful mode. During this stage the region is slowly beginning to develop its urban hierarchy, but is still sparsely settled. The third stage is reached when activities are linked both in a forward and backward direction, to give the region a greater range of products, and in general products with a higher value-to-weight ratio. Because of this and because the urban hierarchy begins to develop, the highway network becomes more competitive. The model therefore presents a way of looking at the changing function of road and rail networks as a frontier region develops. This changing function is based on the characteristics of the transport modes, the production mix of the region and the level of development of the region."""@en ; edm:aggregatedCHO "https://circle.library.ubc.ca/rest/handle/2429/18896?expand=metadata"@en ; skos:note "TRANSPORT DEVELOPMENT AND REGIONAL ECONOMIC GROWTH IN NORTHEASTERN BRITISH COLUMBIA by JAMES ARTHUR AYLSWORTH B.A., University of British Columbia, 1970 A THESIS SUBMITTED IN PARTIAL FULFILLMENT OF THE REQUIREMENTS FOR T H E DEGREE OF MASTER OF ARTS in the Department of Geography We accept this thesis- fas conforming to the required standard THE UNIVERSITY OF BRITISH COLUMBIA August, 1974 In p r e s e n t i n g t h i s t h e s i s i n p a r t i a l f u l f i l m e n t o f t h e r e q u i r e m e n t s f o r an a d v a n c e d d e g r e e a t t h e U n i v e r s i t y o f B r i t i s h C o l u m b i a , I a g r e e t h a t t h e L i b r a r y s h a l l make i t f r e e l y a v a i l a b l e f o r r e f e r e n c e a n d s t u d y . I f u r t h e r a g r e e t h a t p e r m i s s i o n f o r e x t e n s i v e c o p y i n g o f t h i s t h e s i s f o r s c h o l a r l y p u r p o s e s may be g r a n t e d by t h e H e a d o f my D e p a r t m e n t o r by h i s r e p r e s e n t a t i v e s . I t i s u n d e r s t o o d t h a t c o p y i n g o r p u b l i c a t i o n o f t h i s t h e s i s f o r f i n a n c i a l g a i n s h a l l n o t be a l l o w e d w i t h o u t my w r i t t e n p e r m i s s i o n . D e p a r t m e n t The U n i v e r s i t y o f B r i t i s h C o l u m b i a V a n c o u v e r 8 , C a n a d a D a t e (]AXCpl}Jr /. they were still not a complete survey. The later editions depended more on questionnaires, yet secondary sources were still necessary and there were still many problems with confidential information. The data was therefore neither as complete nor as accurate as desired. However this data was used as it was the only concise year to year regional summary of investment available. The problem with the incompleteness of data is, in the final analysis^ not as much of a problem as it might at first appear. As suggested earlier, this study is primarily - 108-concerned with responses to rail network changes. The responses to the rail extensions will likely be in the resource sectors and these are fairly accurately reported in the publications used. (5.4) Investments for the 1953-1971 Period Table XXV is a list of all private investment in northeastern B.C. for 1953-1971 as reported in the publications discussed in section 5.2 It omits all government investments and investments of the public utility company B.C. Hydro and Power Authority (and its predecessor B.C. Electric). All investments in this and other tables are listed in the year in which the initial investment was made and the total investment is quoted as occurring in that year even though the investment may have been spread over several years. (This avoided the almost impossible task of dividing the investment over the period of construction, as a $100 million project which took five years to complete would not necessarily have had the investment spread out in five even $20 million installments). Table XXV reveals some facts about investments over this nineteen year period. The investments are unevenly spread over the fourteen industrial categories. Some categories (the wood and the petroleum and coal products industries) received investments more consistently than other categories. Another group received clumps of investments for a few years, then years with no investment, followed by another clump of investments. This is especially evident in the paper and allied industries, the transportation industries and the petroleum and coal products industries. The third fact is that investments become more regular towards the end of the study period than at the beginning. This reflects both the growth and diversity of the region. The fourth factor evident is that some categories have much larger amounts of investments than do other categories. The paper and allied industries and the transportation industries have the largest total investments and are each four times greater than \"\"O ^ ' T N ' \" 'N T \\ T \\ r>\\ r»\\ r>\\ f * N v.^ \\ n \\r* \\r> \\jy \\n • f. *~> '-> O U. )^ o v.n ^- -J ro w J j \\D Oa -o O v/i vo v O O O O O O O o o o o |Vood . Industr ies o o ttetal F a b r i -c a t i ng Indus t r i es CO v O vn 01 o E l e c t r i c a l Products Indus t r i e s o o o o o o o o ca o N o n - M e t a l l i c Products Indus t r i es Trade •Industries ^ 1—• 1—• to sO o O \\n o o v O O -0 ro r o o O v » O O o o o o o o o ca o 0 o o Pacer & A l l i e d Indus t r i e s • F -0 v O r o r o ca 0 1 1 I - 1 0 UJ UJ v O ca 1 r o 1 1 Transpor ta t ion • F -O U J F -•F -O - O UJ •F\" O r o V/1 O vj> 0 r o 0 vjn 0 ,000 ,000 ,000 ,700 I ndus t r i e s C O 1 UJ 1 1 1 1 1 1 1 -p~ 1 • 1 1 . U t i l i t i e s • F -00 0 v O M O -0 0 v n O O Indus t r i e s o o o I Food and i Beverage Indus t r i e s o UJ o o o o o O UJ O v/> o o o o o o o o Petroleum and Coal Products Indus t r i es o o Chemical and Chemical Products Ind . ~3 < O C 3 -3 PJ X P! X *- X w < H PI to o 3 O o o o o ! Min ing Others 0 r r \\ fO 110 \\_i O O O \\ J 1 100 Agriculture r o • J O r o v_n t J C O f> r o \\ . n vO w ro VO ro -0 r o r j »—» ; j ,oco -0 r o -0 -v. 0 O O -0 0 t~< • 0 0 O 2?,0 ,270 \" N 1-/ Total -601 -- 1 1 0 -the petroleum and coal products industry which is the third largest category. There are two general conclusions that should be drawn from Table XXV. First, it is clear that the frequency of investments increases towards the end of the study period. Secondly, the investments are more consistent and larger in those industries directly or indirectly related with natural resources (i.e. with the forest or petroleum and natural gas). Table XXVI is a percentage breakdown by category and year of investments over the 14 categories and 19 years. Looking at the last row (and Table XXVII) it can be seen that the investment categories can be broken into three classes. In the first class are those categories which contain a large percentage of the total investment. This class includes the transportation industries and the paper and allied industries with 42.2% and 41.6% of the total. The transportation industries represent, almost exclusively, pipeline construction. The paper and allied industries investments are those involving pulp and paper mills and extensions to these. In the second class are those investments which represent a medium size range of investments. Petroleum and coal products industries received 9.0% of the total investment while the wood industries received 3.6%. The petroleum and coal products industries received 9.0% of the total investment while the wood industries received 3.6%. The petroleum and coal products industry was mainly represented by gas and oil refineries while the wood industries included sawmills, veneer plants, lumber mills and plywood plants. The third class includes those industries which received less than 1% of the money invested. Within this class are the utilities (0.8%), mining (0.8%), chemical and chemical products (0.6%), non-metallic products (0.4%), trade (0.4%) food and beverage (0.1%), agriculture (0.1%), electrical products (less than 0.1%), and metal fabricating (less than 0.1%). - Ill -TABLE XXVII PERCENTAGE AND ACTUAL INVESTMENT IN INDUSTRIAL CATEGORIES PERCENTAGE ACTUAL CATEGORY INVESTMENT INVESTMENT (000) Transportation Industries 42.2% $ 409,463 Paper & Allied Industries 41.6% 403,915 Petroleum & Coal Products Ind. 9.0% 87,622 Wood Industries 3.6% 34,798 Utilities .8 8,480 Mining .8 8,000 Chemical & Chem. Prod. Ind. .6 6,000 Non-metallic Prod. Inc. .4 3,590 Trade Ind. .4 3.057 Food & Beverage Ind. .1 1,624 Agriculture .1 962 Electrical Products Ind. <.1 898 Metal Fabricating Ind. 4) CD 4) 4) cu CO •H CU •H O W -H u W ' r l •H •H t . U . • H p t , •rt P U 1H •a 4-' b O P U O p r H O p P X) P 10 r H R 10 4-> 3 to r H 3 to 0) 10 tv. CU to X) 3 «J •H 3 o x ) 3 1 COT) 3 x) 3 4) •H 3 O X) P P X> CO O T> Ci P o x) CO X) O . H x) o a 01 CO C >-t u a WPUH O CU ( O H C U H Z S S . H P-, << M 1953 - - - - — -54 0 - - - - -55 0 - 2 - -56 - - - - - -57 - - - 2 - -58 - - - - 7 -59 2 14 - 2 24 -60 2 - - - 2 -61 0 - - - - -62 _ - - - - -63 4! - - 2 - 20 64 14 - 84 3 3 14 65 4 - 16 8 25 16 66 17 - - - - -67 5 86 - - - -63 7 _ - 14 7 -69 28 - - 61 3 1 70 5 - - - 6 47 71 11 - 6 22 3 TOTAL 99 100 100 100 99 101 ci o • H P to £ o p. to to 0) • r l P 10 3 x) 5 24 9 16 : 0 0 0 20 30 100 to cu •H P •H r H •H P to CD •H U P to 3 TJ C M 53 0 46 99 to X I CU vH d Mt-, CO CO P U tn x> cu 3 O >-a £5 35 3 15 12 14 13 7 99 4 CU r H O P cd v o to 4) P t. 3 W x) 3 o x> >% a PU M 14 0 7 12 2 4 31 .30 102 <$ to cu H H n -H cd cd p u o o o p • H ' H P n a sxi 3 CU 0) O x ) x: xi u a o o a, M 71 23 101 h0 •S .9 100 100 to u a> .c p o 79 21 100 Source: Table XXV - 116-investments to increase towards the end of the study period. The remaining sections of this chapter attempt to explore these and other patterns by relating investment in particular industrial categories to the demand for and supply of transport units to the region over the time period of the study. (5.5) The Transportation Industries Approximately 50% of all money invested in the transportation industries occurred in 1970 and 1971 (Table XXIX). This involved the construction of pipelines into and out of Fort Nelson. Another 24% of the total investment resulted from construction of pipelines from Fort Nelson in 1960 and a further 9% involving a pipeline from Taylor in 1961. A total of 83% of the investment in this category occurred in four years. But the connection of this with either the rail or road mode is slight, as investment in this category is related to discovery, market demand and corporate decisions and not on transportation links. (5.6) The Paper and Allied Industries The paper and allied industries demonstrate a similar clustered investment pattern. Approximately 47% of all investment in this category, occurred in 1970. This was the result of the beginning of construction of two pulp mills, one in Quesnel and the other in Mackenzie, plus expansion at existing mills in Prince George. The other important years were 1963, 1964 and 1965 which received respectively 20%, 14% and 16% of the total investment in this category (Table XXIX). This represented construction of three pulp mills in Prince George. Thus, 97% of the investment in this category occurred in four years. - 1 1 7 -Investment in this category is determined by a number of factors, including world demand, supply of raw materials and the supply of or existence of transportation;Given world demand and the supply of raw materials the question that this thesis considers is what has been the influence of the transportation units supplied. From personal correspondence with firms in Quesnel, Prince George and Mackenzie it appears that for the paper and allied industries category, a rail network was essential to their estab-lishment. For two of the companies surveyed, from 80 to 90% of the raw materials (chips, pulp and chemicals) are shipped to the plant site by rail with the average distance being 100-150 miles. Reasons for using this mode over the truck mode were, in order of importance, freight rates, size of container (box car) and frequency of service. One of the companies suggested that to use trucks instead of the rail mode would cost 30% more. (Another firm surveyed used the road mode 85% of the time with an average inbound shipment distance of 40 miles. This firm suggested that as its supply points were so scattered it could not use rail for inbound shipments). While there was some difference between firms as regards inbound shipments there was no disagreement with regards outbound shipments. All three firms used the rail mode for outbound shipments (figures ranged from 95% to 100%) and suggested that while it would be possible to substitute modes it would cost at least 30% more. The markets of these firms were either in the eastern U.S. or Europe. An increase of 30% would, for tfthisi industry, represent intolerable transportation cost increases. (One of the firms suggested it would be impossible to ship their products to mahkets without using the rail network). The major reasons in this case for using rail were its cheaper rates, its frequency, the weight and volume rail cars can handle and the time in transit. In summary the factors that appear to have resulted in the investments in this industry in this region center around the raw materials available in the region, the world demand for pulp and paper and the - 118-characteristics of the transport units of the rail mode. The rail network is important for both the inbound shipments to the factory and the out-bound shipments to the markets. It appears likely that without a rail mode, it would have been impossible to establish this industry in this region. The exact timing of the building of these mills was determined by world demand, international money markets and corporate decision making processes but without the rail network these mills would not have been built.2 The exact location of the mills involves more micr.olevel decisions (dealing with such factors as supply of raw materials, water availability and location at the center of road and rail networks) but all mills needed direct connections with a rail network. (The link to Fort Nelson was built with the hope of attracting a pulp mill and while it has not yet, it would be impossible without the rail link, even given the existence of the raw materials). It appears that for the paper and allied industries, a rail link is a necessary (but not sufficient) condition. (5.7) Petroleum and Coal Products Industries The petroleum and coal products industry attracted 9.0% of the total private investment over the study period and represented the third largest investment category. The years with the largest investments in this category were 1970 and 1971 with 31% and 30% respectively of the total. (Table XXIX). The other major periods of investment were 1957 (14%) and 1966 (12%). The total investment in these four years is 87%. The majority of these investments were for gas or oil refineries, gas processing plants or gas distribution! outlets. These facilities are naturally tied into pipeline systems and often represent a break-of-bulk point in pipeline systems. The close correlation between these is seen from the - 119-fact that in 1970 and 1971 the petroleum and coal products industry received 31 and 30% of its total investment while the transportation industries (which is mainly composed of pipeline construction) received 20 and 30% of its investment in these years. However this category is much less dependent on road or rail transportation lines than most other industries. The important factors are the source of the raw materials, demand and corporate decisions. This industry can and often does build its own wd links to the well head and along pipelines. While equipment is needed at refineries and processing plants there is less concern over the mode used to deliver this, than other factors of production costs. Therefore, it is inappropriate to analyze this industry with reference to road or rail transportation networks as important components in the industry's decision to establish. (5.8) The Wood Products Industries This industry attracted the fourth largest investment by cate-gories, representing 3.6% of the total (Table XXVI). Total investment within this category was fairly evenly divided with four years accounting for 70% of the total. The leading years were 1969 with 28%, 1966 with 17%, 1964 with 14% and 1971 with 11% (Table XXIX). The investment was con-centrated in the later years and was especially consistent after 1963. Within the category were included lumber mills, sawmills, plywood plants, and veneer plants. The major determinants of investment in this category are supply of raw materials, demand for the products and markets. On the supply side, the study region contains over 25% of the total acreage of mature timber of the province and well over 15% of the immature timber.3 - 120 — The demand for wood products comes mainly from the U.S., Great Britain and Asia and is primarily based on house construction. From correspondence with firms in this industry and from published statistics, it is clear that for the woods products industries, rail transportation is an essential input. The personal correspondence with firms in the Prince George, Mackenzie and Chetwynd areas, revealed that the main reasons for establishing were the existence of raw materials, access to trans-portation and the presence of existing industries. For supplying the site with raw materials the truck mode was the most important with an average in-bound distance being 40-150 miles.1* Because of the scattered nature of the raw material it would have been impossible to substitute the rail mode at this stage. However, all firms surveyed agreed that a rail network was essential for moving products to markets. All firms replying, used the rail mode 100% of the time for shipping their product to market. This was because 95% of the output of these firms went to marekts in eastern U.S. and almost none to markets in B.C. That this is a reasonable breakdown of destinations can be seen from an examination of the 1969 or 1972 figures for shipments of sawn lumber and ties from all northern interior mills (Table XXX). While sawn lumber and ties do not cover the scope of items produced by the woods products industries, the trend is representative of this category's shipments. Table XXX shows that for sawn lumber and ties, approximately only 7% in 1969 and 5% in 1972 moved to points in Canada. From correspondence with the firms involved, the main reason given for using rail was the freight rate factor. Other reasons include the time in transit factor and the frequency factor. The majority of firms surveyed suggested that for moving products to markets, it would have been impossible to substitute another mode while one firm estimated that it would cost over 30% more to move the products to market by truck. - 121 -TABLE XXX SHIPMENTS (SALES) OF SAWN LUMBER AND TIES FROM NORTHERN MILLS (iri M.Ft.b.m.) 1969 1972 By truck & By truck & To local sale By Rail local sale By Rail Points in Canada 5,420 3,083 7,743 11,025 Points in U.S. 22 75,598 1,084 154,954 Points in U.K. • • • - - • • -Other Countries r . . — . . . — TOTAL 5,442 78,676 8,827 165,979 (6.5%) (93.5%) (5.4%) (94.6%) Figures not appropriate or not applicable No shipments Source: D.B.S. 35:003 Production, Shipments and Stocks OJI Hand of Sawmills in British Columbia, 1970, 1973. - 122 -In summary, it appears that for the wood products industries in general, a rail network is important both for moving raw materials to the production site and especially important in moving the finished goods to market.^ It is essential in the latter case for an inland area such as northeastern B.C. and is a consequence of the type of commodity and distance to markets. For certain commodities a transportation unit that can handle large volumes of bulky, heavy materials at a reasonable rate is essential. The location of the distant markets put these markets out of reach of truck transport. The existence of rail links for this industry was therefore an essential feature in its establishment in northeastern B.C. (5.9) Other Industries There are ten other industries, each of which received less than 1% of the total amount invested in northeastern B.C. These industries differ greatly in their importance to the region, the number of years they received investments and the factors influencing investment in them. Some receiving investments in only one or two years and thus will not be analyzed in great detail. However it will be useful to briefly look at all of these industries. The utilities products industries and the electrical products industries are two industries which will not be dealt with in any detail. Each has investments in only two of the nineteen years and is a function of the size of the community or the industrial makeup of the community. The metal fabricating industries also received investment in only two of the nineteen years and therefore will not be examined in detail, except to point out the investment in 1967 (an aluminum sulphate plant) was linked to the establishment of the pulp mills in Prince George and this, as argued in section 5.6 was directly connected to the establishment of a rail link. - 123 — The mining industry is represented by only one investment, this being the Churchill Copper Mine which began production in 1970 but has since ceased operation. At first, the mine shipped its production by truck (from west of Fort Nelson) to rail head at Dawson Creek. However, when the rail link reached Fort Nelson, the mine began to ship by rail. While in this particular case (i.e. a high value-to-weight metal) a rail link was not a necessity, a rail link is usually required before an investment at the production stage in mining is undertaken. The fact that the railway was used as soon as it was built suggests that the characteristics offered by rail transportation were superior to those offered by road. While there are not sufficient data to determine exactly which characteristic(s) was the main drawing factor for the rail system it seems likely that freight rates and/or capacity characteristics were significant. The investment in the chemical and chemical products industries was spread over three years and in total represented 0.6% of the investment being considered. The important years were 1966 with 71% of its investment, 1970 with 23% and 1958 with 7%. (Table XXIX). The investments were in a sulphuric acid plant, a sodium chlorate plant, a sulphate pulp plant and a natural gas industry while the other investments were linked with the pulp and paper industry. Generally the chemical and chemical products industry is market orientated and the industry in the study area is no exception. Two Prince George companies in this category replied to the questionnaire. These com-panies established to serve existing or potential markets in the area and received 95-100% of their inputs by rail from Vancouver sources. The inputs were moved a distance of 500 miles and the characteristics of the rail mode which were most important were the freight rate, size of shipping units, weight each unit could carry, the frequency and the time in transit. One company suggested that on inbound traffic it would be possible to switch modes but it would cost lf>20% more and it would be less satisfactory - 124 -because the highway mode would not be as fast. The other firm suggested that it would not be possible to substitute modes on inbound traffic because the distance factor would result in a rate for the highway mode of 30% or more above the railway rate; On the outbound shipments from the factory the story is somewhat different. The distance to markets is much less than the distance the raw materials must move. The market for these firms was 70-90% in the community and 30-10% in either northern B.C. or the rest of B.C. The products thus move a relatively short distance to market but suprisingly still rely on the rail mode. One of the firms used the rail mode 99% while the other used in 92% of the time for shipping goods to markets. The characteristics of the rail mode compared to the road mode that were important were rates, size, weight and time in transit, frequency and door to door service. Both firms agreed that substitution of modes was possible, but it would raise transportation costs by 10-20%. The rail links were therefore important for this industry. The industry received investment in this area only after substantial markets developed in the community. This came about with the establishment of a large pulp and paper industry in the area, which itself was directly connected with the establishment of the rail link from the south. Thus the chemical and chemical products industry in the Prince George area is a consequence of the pulp and paper industry which was related to the coming of the railway. The exact timing of the completion of the rail network and the investments in the industry are impossible to correlate, but its existence and general location are a direct consequence of the existence of a rail network which was built to encourage the establishment of resource-based and related industries. The non-metallic products industry received investment in nine of the years covered by this study. The years of largest investment were 1969 with 69%, 1968 with 14%, 1965 with 8% and 1971 with 6% of its - 125 — investments (Table XXIX). Of the total amount invested in this category in this region, 89% occurred in four years and represented 0.4% of all private investment in this region over the study period. The majority of the investments in this category were in Prince George or Quesnel and consisted of cement block plants, brick plants, and asphalt paving plants. It is difficult to summarize this category without a comprehensive survey of the different types of firms involved. This proved impossible as only one firm in this category responded to the questionnaire. But traditional location theory would suggest that firms in this industry are market oriented and produce a product that could not bear a great deal of transportation in its finished state, as it would have a low value-to-weight ratio and because the market would tend to be dispersed. This latter factor implies that for marketing the product the road mode would be the more practical. The one questionnaire that was received from a firm in this industry came from a concrete building block manufacturer in Dawson Creek. The firm established to obtain access to markets and received 50% of its inputs by rail and 50% by truck, with the average rail inbound shipment being 375 miles. Frequency and time in transit were seen as important characteristics for inbound raw materials. For distributing the finished product, the firm used only the road mode with 60% of its markets being within a 100 miles radius and 40% of the markets being in the rest of B.C. The firm felt that rates were the important consideration and that if the rail mode was substituted for shipping the finished product to market, it would cost 10-20% more. How representative the above information is of this industry is difficult to determine. A particular mode does not seem to be a necessary or sufficient condition for the growth of investment in this industry. The inputs used and products produced both have a low value-to-weight characteristic and can be moved by either mode. A more thorough examination of the transportation units demanded by this industry is required before the role of transportation in this industry in this region can be properly assessed. The agricultural products industry received its investment over five years and the investment consisted of three grain elevators, a poultry and a seed cleaning plant. The elevators were built in Dawson Creek in 1953 and in Fort St. John in 1958 and 1968. The major investment years were 1967 (52% of the total), 1964 (20%), 1968 (11%), 1958 (10%), and 1953 (6%). (Table XXIX). Much of the investment in this industry can be tied directly to the rail link that has reduced the distance to market for grain. The major market for grain... products from this area had traditionally been the lower Fraser Valley. Before 1958 the northern part of the study region (i.e. the Peace River Region) had' been connected with the lower Fraser Valley by a circular rail path southeast to Edmonton and then west through Kamloops to the Fraser Valley. The rail distance of over 1200 rail miles was an obstacle to increased regional production, as only certain types of grain could be economically transported this distance. With the establishment of the rail link to Dawson Creek and Fort St. John the distance was reduced from about 1200 to about 700 miles and over the following few years there was a considerable expansion in the acreage under cultivation. Between 1961 and 1966 in this region there was over a 50% increase in the acreage cultivated.7 The questionnaire from grain elevators confirmed that for moving grain from the elevator to market, the rail mode is the only practical mode. Trucks were used exclusively to bring the grain into the elevator with the average inbound shipment being 35 miles. The fact that the raw materials are so dispersed and the distance so short eliminates the use of the rail mode for inbound shipments. - 127-For moving the grain from the elevator to its market however required transportation characteristics that only the rail mode could supply. While there was no exact figure given for how much was moved out by rail and road, the fact that 98% of the wheat from this elevator is sent to markets in the rest of B.C. with the other 2% marketed in eastern Canada suggests the use of the rail mode. The majority of the 98% that is shipped to the rest of B.C. goes to markets in the Fraser Valley and all of this is shipped by rail. Table XXXI shows the increases in the number of grain boxcars moved by B.C.R. over 20 years of the study period. The large increase between 1958 and 1960 is mainly the result of the link to Dawson Creek and Fort St. John which gave the region a shorter connection with the grain market area of the Fraser Valley. The characteristics of the rail mode that were attractive to moving grain were the rates, volume and weight that could be moved and the ability to supply a large number of transportation units at a specific season. This rail link is now therefore an important factor in the agricultural sector of this region. The final two industrial categories dealt with are the trade industries and the food and beverage products industries which received 0.4% and 0.1% respectively of the total investment. The trade industries include a' wide range of industries from machinery distribution to service and sales depots for sawmill and logging equipment, to an electrical apparatus warehouse. This represents such a range of services that without a comprehensive survey it is impossible to determine which mode most often supplied the transportation service demanded. The food and beverage products industries demonstrates many of the same characteristics. It covers industries of such diverse nature that it is difficult to determine which characteristics or which competitive factors the industry as a whole is drawn to or depends upon. In this category are a brewery, a dairy and a meat processing plant. To determine which mode was used most frequently would require a survey of a much more detailed nature TABLE XXXI B.C.R. GRAIN CARLOADINGS 1950-1970 1950 '52 '54 '56 '58 '60 '62 '64 '66 '68 '70 Grain Cars 118 119 95 99 116 1261 1861 209.1 2786 3421 4667 % of Previous - 101 80 104 117 1087 148 112 133 123- 194 .Year Source: B.C.R. Annual Report. 1972 - 129-than is possible here. Perhaps it is safe to assume the figure used by the B.C.R. when calculating the amount of general freight that it expects to capture by extending a line into a new region. It estimates that, after penetrating an area, it can capture about 50% of the general freight of the area and this figure may apply to the trade industries and the food and beverage industries. (5.10) Summary Chapter 5 concentrated on examining the investments by category and over time. The investments were unevenly distributed with the majority occurring in the southern part of the study area (i.e. the Prince George-Quesnel area) and concentrated in the latter half of the study period (1960-71). There were also great differences in the amounts, with some categories receiving much more investment than others. Based on size of investments, there were three classes or categories. The first class included the transportation industries (with 42.2% of the total investment) and the paper and allied industries (41.6%). The second class included the petroleum and coal products industries (9% of total investment) and the wood products industries (3.6%), while the third class or category included the other ten industries all of which had less than 1% of the total private investment (Table XXVII). This reflects the economic character of the region which is dominated by the pulp and paper and petroleum and gas industries. The investment tended to have a * temporal as well as a category bias. Two years, 1970 and 1971 accounted for 48.0% of all investment, while four other years 1963 (15.0%), 1960 (10.2%), 1965 (7.1%), and 1964 (6.4%) accounted for 86.7% of the total investment. - 130 — There are certain underlying factors that appear when the investments are examined category by category. Of the five categories whose investments were either initially pr subsequently tied to the establishment of the rail network, three categories were directly linked to natural resources. These included the paper and allied industries, the wood products industries, and the agriculture industries. Secondly, the majority of these industries served markets that were at least 500 and in some cases thousands of miles away. Thirdly, many of the industries that were heavily dependent on the rail mode were themselves linked to other such industries. Thus much of the wood industries and all the chemical and chemical products industries were linked to the establishment of the pulp and paper industries. Fourthly, many industries required a transportation unit that included the following characteristics: competitive rates, large volume units, units with large weight capacities, certain frequency and reasonable time in transit characteristics. And finally, these industries felt that in most cases it would have been possible to substitute for the rail mode but this would have involved a 10-30% increase in transportation charges. This chapter has isolated those industries in which investment can be tied to the development of or characteristics of, transport networks. The final chapter will discuss this in the context of regional development. REFERENCES 'Hunt reported that for wood chips the break even point for truck (that is the point at which trucks become more expensive than rail) is about 50 miles. Hunt, 1967, p. 68. It is not only the existence of a rail connection that is important for this industrial sector; it is also the fact that the railroad must want to encourage the development of this sector. It was the B.C.R., through its special rates, that allowed this industry to develop at this time in this area. The C.N.R. did not offer the rates that the B.C.R. was willing to offer to obtain the business, although a C.N.R. route to tidewater had existed since the 1920's. 3Regional Index of B.C.. 1966, p. 425, 512. 4The break even point for logs, for trucks is about 70 miles. See Parchomchuk, 1968, p. 25. ^For truck movements with no backhaul and rail movements with no re-shipment obligations, the break even point is about 200 miles. For trucks, with a backhaul of lumber the break even point is about 515 miles. But if there is a reshipment of lumber (i.e. logs to mill — lumber from mill) the break even point is 35 miles, in favour of rail. See Parchomchuk (1968). 6Hoover, 1948, Ch.3-5. Dawson, 1970, p. 57. - 132 -CHAPTER 6 SUMMARY AND CONCLUSIONS (6.1) Object of the Thesis The object of this thesis was to examine the relationship between regional economic growth in a resource area and development of transportation networks. This relationship involves several variables, some of which were singled out for investigation. These variables included the resources and stage of development of the region as well as its transport networks. Each of these variables was analyzed so that its contribution could be discerned. Of those variables investigated, most emphasis was, of course, given to transportation. Four aspects of the transport networks were given special attention. Firstly, the timing and manner of construction of the trunk and feeder lines of the networks were reviewed. A difference was noted between the road network which developed its basic trunk line in the early 1950's and the rail network which did not. Secondly, the form of each new major link built over the twenty years of the study was discussed in terms of whether the link was an intraregional or interregional link. This led to the tentative conclusion that many of the rail links were interregional and many of the road links intraregional. A third aspect of the networks considered was the type of freight carried. The figures reviewed in connection with this suggested that the freight carried on the road net-work in this type of region, consisted generally of consumer products with little agricultural, forestry or mineral products. Finally a measure of access-ibility was developed for each network. This measure suggested that there were greater relative changes in the road network, over the time span considered, than in the rail network. The information generated from the examination of these four aspects, gave an understanding of the transport networks of the region. This information, combined with the information generated on the resources and stage of development of the region, and the ideas brought forward from the literature review, was used to examine the main contention of the thesis. That is, that in a frontier region, transportation is theoretically and empirically an important agent in the promotion of regional economic growth. (6.2) Results of the Thesis Several relationships were outlined in this thesis between invest-ment in certain economic categories and development of transportation networks. Investments were found to be related to the timing and location of the networks and to their attributes. An initial overview of the results showed that some investments were related to a particular mode. For example, there was a relationship between investments in particular industrial categories and the timing of construction of the rail network. Examples included investments in the pulp and paper category coming after extensions of the rail network to the area, and the expansion of (and thus investment in) the agricultural sector in the Peace River Region after the rail network reached this area in 1958. Another pattern that emerged was the relationship between investments in certain categories and the processing characteristics of these sectors (which relate to their transportability). Thus, there was a relationship between invest-ment in certain categories and the weight loss factor in the processing of the products involved. The wood products industries and the paper and allied industries are two examples. - 134 — While these general relationships represent important conclusions that can be drawn from a cursory review of the thesis, results contradictory to those mentioned above demonstrate the importance of a more thorough review. Examples of contradictory results included investments not initially related to the rail mode, such as the investment in the copper mine when no rail link existed; and the investments in the non-metallic products category (brick and block manufacture) which uses, but not exclusively, the road network. These relationships, which did not fit in with the general conclusions, were examined and explained in terms of traditional location theory (see Chapter 5). Aside from these general conclusions, there were more specific ' conclusions which dealt in greater detail with the types of categories involved or the attributes of particular modes. It became clear that the natural resources of the region were an important variable in its economic growth. Of five major growth categories, four (pulp and paper, wood products, agriculture and metal fabricating) were related either directly or closely to the primary (resource) industries. Of these four categories, three exported the majority of their products from the region (pulp and paper, wood products and agriculture). This verified that the region is at an early stage or level of development and suggests that in the next few years, expansion should become more pronounced in some secondary (manufacturing and construction) industries and perhaps in the trade sector (see Section 2.3). This also lends support to the idea discussed earlier that the interregional links of the railway network were very important in the economic development of this region. A disaggregation of the study region's investments over its area gave support for this sequence of growth. The data presented in Chapter 4 confirmed that when the study region was divided into northern and southern parts, the southern or Prince George-Quesnel area, whose development had started earlier, experienced growth in the secondary category while the - 135 — northern or Peace River Region experienced growth in the primary category and tertiary categories. Other conclusions dealt with the characteristics of a mode which made it more attractive or cheaper as a conveyor of a particular type of freight. These characteristics, such as the nature of freight charges, weight and volume restrictions, frequency of service, and capacity, have been the subject of much research. In this study certain relationships were verified. In particular it became clear that it was those goods with low value-to-weight ratios (i.e. those goods that had a high elasticity of demand for transfer services) that most often moved by rail. For example, the pulp and paper products, wood products and agricultural products moved on the rail network while many manufactured and consumer goods (high value-to-weight ratios) moved on the road network. This was also verified from the Alaska Highway study quoted in Chapter 3. The information generated also suggested that freight which could only bear a small transportation charge, which needed a large capacity potential or which relied on frequency of service, favoured the rail network. Those categories which could afford higher transport charges or which needed specialized services relied on the highway network (e.g. consumer goods). A specific finding was that when there was a choice between modes, (when before there had been no choice), some freight switched modes. Thus the movement of copper from west of Fort Nelson was diverted from the road to the rail system, when the rail network reached Fort Nelson. Another conclusion to be drawn from this study dealt with the linked nature of the production process and the development of activities in the study region. The traditional sequence of development is primary to secondary and then tertiary activities. This process can be traced in this region as the pattern of investments moved, over time, from the primary activities (agriculture, logging and sawmilling) to secondary activities (which in this case were represented by pulp and paper sector and the construction sector). Without the rail network, expansion into secondary activities in this region would have been much slower and perhaps impossible. If the conclusions are accepted, a relationship between the nature of transport facilities and investment in economic production has been dem-onstrated. The former has been found to strongly influence the latter. T o demonstrate and conf i rm this relationship in nthis 1 region was the main purpose of this thesis. (6.3) L imitat ions of the Results While the general relationships under study in this thesis have been verified, there are a number of problem areas which could affect the complete acceptance of the results. These problem areas center around the data used and the accessibility measurements developed. Problems with the data center on the investment statistics and on the data on the resrouces of the region. Both the completeness and accuracy of the investment data could be questioned; but this is inherent in the nature of the data available and beyond the control of the thesis. A lso exact data on the location and amount of, and the demand for, the resources of the region are impossible to obtain. There are also problems with the measures of accessibility developed in the thesis. The speeds used to weight the road network and time periods chosen to represent changes in the road and rail networks were generated f rom available data and may not be completely representative of the networks of the area. - 137-However, for two reasons, these problems do not invalidate either the results or the usefulness of this study. Firstly, this study has produced results similar to those already well accepted, tested and validated in geographical, economic and planning fields. Secondly, this study was not set up as a rigorous \"statistical or analytical study. If data is found or generated that contradicts the data used in this study, the accessibility figures of this study may be question in relative terms but the general conclusions would not change. (6.4) Model for Development of a Frontier Region Besides the examination of the relationship mentioned above, one purpose of this study was to develop a model that would summarize in a general form the stages of growth in this type of region, so that the model might have applicability in similar regions. This model was developed from theories and ideas discussed in Chapter 2 and from the empirical results obtained in the thesis. It is a general model which describes a logical sequence of development for a resource based region, passing through the initial phases of development. The basic assumption behind the model is that of a frontier region. This implies sparse settlement, an underdeveloped infrastructure (espeically transportation), with an economic dependence on the primary activities and a poorly developed urban hierarchy. The model also assumes that the region is isolated from major (i.e. large) markets and manufacturing centers; that the region is part of a larger developed economy which gives the region access to modern technology and supplies of capital and labour; and that the region is responsive to world demands and has no political restraints on the development of its resources. The model outlines three stages or levels of development and traces the growth process from the underdeveloped - 138 — stage to the stage of development of manufacturing activities. In traditional terminology, this would involve a progression to the secondary level of activities. However, today many regions are experiencing growth in their tertiary activities before experiencing growth in their secondary activities and as a result, the more traditional classification scheme has been altered. The initial stage of the model is characterized by a poorly developed road network. The road network links the region to other regions and the \"world's markets\" but the network is of a poor quality. At this time, the network tends to be composed of a major \"spine\" through the area with few branches. This initial path into the region facilitates some settlement and an inventory of potential resources of the region. At this point there would be few exports, and those exports which did exist would be of a high value-to-weight ratio because of the relatively high cost of transportation and distance to markets. Certain minerals, such as copper or asbestos or agricultural products such as beef cattle would be examples. The region possesses very poor quality intraregional links (and relatively few of these) and a poor quality interregional link. The second stage is influenced by either a change in world demand or a governmental decision to \"open up\" the region. Either of these will depend on and result in, development of the resources of the region. These resources which might be related to forestry, agriculture or mining (or hydro development) are the factors in which the region has a comparative advantage. The products of the forestry, agricultural or mining activities have two general characteristics: (1) their large size and mass and (2) their low value-to-weight ratio. These characteristics favour rail transport. A rail system can generally provide lower rates, greater size and weight capacities and a larger total capacity than the road system. The rail network provides \"interregional links\" with markets and manufacturing centers in other regions, this is a - 139 — major, but seldom emphasized, factor in the growth process of a resource region. During this stage there is little chance for the development of other secondary manufacturing because of the high thresholds. The region now possesses fairly well developed interregional links and relatively poorly developed intraregional links. The development of the resource sector traditionally brings large amounts of private investment into an area but relatively few people, as investment in this sector traditionally has a low employment-to-capital ratio. However, this type of resource sector development has the advantage of excellent possibilities for forward and backward linked growth within the region, because of its weight loss characteristics and the nature of inputs it uses. The third stage is characterized by an expansion in those activities linked to the resource sector. The inputs to the resource sector encourage diversification and expansion in related areas (e.g. in logging, saw-milling, seed plants) while the possibility of further weight reduction encourages expansion in forward related sectors (e.g. paper production, mineral processing, slaughtering). While these activities still make use of the transportation units supplied by the rail system, this stage sees the highway system becoming more competitive. The products of the region become more diversified, specialized and in general have a higher value-to-weight ratio than the earlier regional mix of products. As the destination of products becomes more dispersed and their value greater, the favoured transportation mode shifts to-wards the highway system. As the... regional mix of products begins to change, the employment capital ratio increases, and the urban hierarchy develops. There are thus two types of pressures, regional production mix and developing urban structure pressures, which encourage an expansion in the highway network. Intraregional links become more important and demand for higher quality highway links - 140 -puts pressure on governments to expand the highway system. Expansion in the supply of highway transportation units with their characteristic ability to handle smaller units of shipments, at a quicker rate, over a more dis-persed area, further encourages expansion in those areas which respond to this type of transportation. In a resource based region, this would tend to favour investment in further processing of natural resources. Further changes in the transport system are likely to be made in the highway network, which now becomes an intra- and interregional linkage system. The model therefore summarized the changing functions for the transport networks as a resource region develops. The initial highway network represented a poor quality interregional link and almost non-existent intra-regional links. The rail network represented an interregional link with the markets for the region's resource products. As the production mix of the region changed, a different type of interregional link was demanded and could best be supplied by an expanded highway system. At this time, the region's developing urban structure also produced a demand for an improved intra-regional system which was satisfied by an expanded and upgraded highway network. This helped lead to an expansion of some secondary and tertiary activities and a developing urban hierarchy. This leads to a demand for a further expansion in the (intraregional) highway system and then to a stage of development beyond that discussed in this thesis. The basis for this sequence of development rests on the characteristics of the transportation modes, the production mix of the region and the stages of development of the region. However this third stage should not be taken to imply a gradual disappearance of the functions of rail transport. Rail transport will retain its important position in most developed regions. Even in the later stages of development, rail systems are in demand for the movement of large sized manufactured goods, many smaller consumer and agricultural goods. The ability to handle the capacity and other requirements of the above mentioned freight, - 141 -ensures that the rail system will remain an important part of the total transportation picture. Also expansion in the areas of containerization, unit trains and joint rail-road operations has resulted in an increase in the importance and use of rail transport in regional transportation. (6.5) Final Remarks This thesis has developed a model based on consideration of some aspects of regional development and transportation systems. Ongoing research in the field of transportation geography is giving considerable atten-tion to the areas covered in this thesis including areas such as the develop-ment of measures of demand for modal characteristics. Also, attention is being given to the development of a manageable measure of the elasticity of demand and supply for products and transportation modes. While this type of research will supply many answers, other topics must also be examined before a complete picture of transportation's role in regional development is obtained. An area where more work is required is in the definitions and characteristics of \"developmental\" railways and \"traditional railways\". For example, a problem only briefly mentioned in this thesis was why the B.C.R. was able to promote development and growth in the study area, while the C.N.R. was not. The C.N.R. had provided a link between the Prince George area and Prince Rupert since the early 1920s. However, it was the B.C.R. not the C.N.R. that encouraged the growth of the wood and pulp and paper industries in the Prince George area. The reason for this seems to have been that the~ provincial government saw the B.C.R: as a railway for develop-ing the resources of the region and through special rates and other means (e.g. industrial parks) encouraged the development of the forestry sector in conjunction with the railway. Could the C.N.R. have done this years ago? Need a develop-mental railway be concerned with making a profit? How can a railway and highway policies be best used to encourage development of regions with different mixes of natural resources? These questions and many more deserve answers. - 143-BIBLIOGRAPHY A. References Cited 1) Government Publications B.C. Growth. 1952. 1960 and 1970 Forecast. 1963. Victoria: Bureau of Economics and Statistics, Department of Industrial Development, Trade and Commerce. For-Hire Trucking Survey of B.C. (1970). Ottawa: Dominion Bureau of Statistics, catalogue 53-224. Industrial Expansion in British Columbia by Census Divisions. (1957-70). Victoria: Bureau of Economics and Statistics, Department of Industrial Development, Trade and Commerce. Industrial Expansion in British Columbia by Regions. (1971-73). Victoria: Department of Industrial Development, Trade and Commerce. Labour Force: Industry Divisions by Sex. (1951-1961). Ottawa: Dominion Bureau of Statistics, catalogue 94-522. Labour Force: Occupation Divisions by Sex (1951, 1961). Ottawa: Dominion Bureau of Statistics, catalogue 94-508. Regional Index of British Columbia, (1957, 1966). Victoria: Bureau of Economics and Statistics, Department of Industrial Development, Trade and Commerce. Report of the Forest Service. (1960-1970). Victoria: Dept. of Lands and Forests. - 144-2) Articles, books, periodicals, etc. Appleton, J.H., (1965). A Morphological Approach to the Geography of Transport. Hull: University of Hull. Clark, C , (1940). The Conditions of Economic Progress. London: McMillan and Co. Daly, M.C., (1940). \"An Approximation to a Geographic Multiplier,\" Economic journal. Vol. L, June-September, 248-258. Dawson, J .C , (1970). Northeastern British Columbia — An Economic Study. Planning and Development Department, Corporate Planning Division, B.C. Hydro and Power Authority, Vancouver, B.C. Denike, K.G. (i!972). The Role of Transportation Investment In Economic Development: British Columbia. An Occasional Working Paper, The Centre for Transportation Studies, U.B.C Denike, K.G. and R. Leigh, (1972). \"Economic Geography 1960-70.\" Studies in Canadian Geography. British Columbia, ed. by J. Lewis Robinson, Toronto: University of Toronto Press, 69-86. Deutsch, J.J., et. al., (1959). Economics of Primary Production in B.C. Vancouver: U.B.C. Financial Post Survey of Markets and Business Year Book. (1956-73) Toronto: Maclean-Hunter Publishing Co. Ltd. Gamble, E.P., (1972). The British Columbia Railway and Regional Development. Unpublished M.A. Thesis, University of British Columbia. Vancouver. Garrison, W.L., (1959, 1960). \"Spatial Structure of the Economy,\" Annals of the Association of American Geographers. Vol. 44, 232-239, and 471-482 and Vol. 50, 357-373. - 145 -Garrison, W. and D. Marble, (1963). \"Factor Analytic Study of the Connectivity of a Transportation Network,\" Papers and Proceedings of the Regional Science Association. Vol. 12, 231-238. Gauthier, H.L., (1968). \"Transportation and the Growth of the Sao Paulo Economy\", journal of Regional Science. Vol. 8, \"no. 1, 77-92. Garrison, W. and D.F. Marble, (1965). A Prolegomenon to the Fore- casting of Transportation Development. Final Report on Task DA 44-177-TC-685, U.S. Army Aviation Materials Laboratories. Hartshorne, R., (1966). Perspective on the Nature of Geography. Chicago: Rand McNally & Company. Harvey, D., (1969). Explanation in Geography. London: Edward Arnold Ltd. Hoover, E.M., (1937). Location Theory and the Shoe and Leather Industries. Cambridge, Mass.: Harvard University Press. Hoover, E.M. (1948). The Location of Economic Activity. New York: McGraw-Hill. Improvement Program for the Alaska Highway. (1966). Standford Research Institute, for Department of Northern Affairs and Natural Resources. Ottawa: The Queen's Printer. Investment Opportunities in British Columbia. The Peace River Region. Industry Profiles. Dawson Creek British Columbia: The Peace River Regional District Board, A.V. Gray and W.T. Uegama, 1969. Kanaan, N.J., (1965). \"Structure and Requirements of the Transport Network of Syria\", Highway Research Record. Vol. 115, 19-28. Kissling, C C . (1966). Transportation Networks Accessibility and Urban Functions. Unpublished Ph.D. Thesis, McGill University. - 146-LOsch, A. (1938). \"The Nature of Economic Regions,\" Southern Economic journal, Vol. 5, No. 1 (July), 71-78. North, D.C, (1955). \"Location Theory and Regional Economic Growth,\" journal of Political Economy. Vol. LXII, (June), 243-258. Pacific Great Eastern Railway. Pacific Great Eastern Railway. Annual Report. Vancouver, British Columbia: Pacific Great Eastern Railway. Parchomchuk, W., (1968). Truck. Rail and Water Transport of Raw Wood in the B.C. Forest Industry. Unpublished NLA. Thesis, University of B.C. Production. Shipments and Stocks on Hand of Sawmills in British Columbia. 1970, 1973. D.B.S. catalogue 35:003. O'Sullivan, P., (1969). Transport Networks and the Irish Economy. London School of Economics and Political Science, Geographical Papers No. 4. London: Weidenfeld and Nicholson. Perle, E.D., (1964). The Demand for Transportation: Regional and Commodity Studies in the United States. Dept. of Geography, Research Paper No. 95, The University of Chicago. Robinson, I.M., (1961). \"Peace River Region,\" Resources for Tomorrow Conference. Montreal, 1971. Dept. of Northern Affairs and National Resources. Ottawa: The Queen's Printer. Stabler, J .C, (1968). \"Exports and Evolution. The Process of Regional Change,\" Land Economics. Vol. 44, No. 1, (February), 11-23. Surti, V.H. and A. Ebrahimi (1972). \"Modal Split of Freight Traffic,\" Traffic Quarterly. Vol. 27, No. 4 (October) 575-588. Taaffe, E.J., R.L. Morrill and P.R. Gould, (1963). \"Transport Expansion in Underdeveloped Countries,\" Geographical Review. Vol. 53, (October), 503-529. - 147 -Tattersall, J.N., (1962) \"Exports and Economics Growth: The Pacific Northwest 1880 to 1960.\" Papers and Proceedings of Regional Science Association. Vol. 9, 215-234. Thomas, B.E. (1956). \"Methods and Objectives on Transportation Geography,\" The Professional Geographer. Vol. 8, No. 4, 2-5. Thomas, M.D., (1964). \"The Export Base and Development Stages. Theories of Regional Economic Growth, An Appraisal,\" Land Economics. Vol. 40, No. 4 (November), 421-432. Tiebout, C M . , (1962). The Community Economic Base Study. Supplementary Paper No. 16, New York, New York: Committee for Economic Development. Townsend, D.R., (1973). Highway Investment in British Columbia 1964-71: A Study of the Spatial Distribution of Investment and an Assess- ment of its Impact on the Highway Network. Unpublished M.A. Thesis, University of British Columbia, Vancouver. Ullman, E.L., (1953). \"Human Geography and Area Research\", Annuals of the Association of American Geographers. Vol. 43, 54-66. Ullman, E.L. and H.M. Mayer, (1954). \"Transportation Geography.\" American Geography: Inventory and Prospect, ed. P. James and C. Jones. Syracuse: Syracuse University Press. Varlamov, V.S., (1969). \"Transport Development in the West Siberian Lowlands\" Problems of the North. No. 12, 207-216. Ullman, E.L., (1956). \"The Role of Transportation and the Basis for Interaction,\" Man's Role in Changing the Face of the Earth. ed. W.L. Thomas. Chicago: University of Chicago. Vasilevskiy, L.I., (1963). \"Basic Research Problems in the Geography of Transportation of Capitalist and Underdeveloped Countries.\" Soviet Geography: Review and Translation. Vol. 4, No. 7, 36-58. - 148-de Weille, J., (1966). Quantification of Road User Savings. World Bank Staff Occassional Papers No. 2. Baltimore: The John Hopkins Press. Wheeler, J.O., (1970). \"An Overview of Research in Transportation Geography.\" The East Lakes Geographer. Vol. 7, (December), 1-12. Webster, D.R., (1970). \"The Effect of Immature Road Networks on the Central Place Hierarchy in Frontier Regions.\" Terra Vol. 82, 41-46. Wills, M.J., (1971). Development of the Highway Network. Traffic Flow and the Growth of Settlements in the Interior of B.C. Unpublished M.A. Thesis, University of British Columbia, Vancouver. B. References Not Cited 1) Government Publications Agriculture in the Peace River Region of British Columbia (1972). Victoria: Department of Agriculture, Development and Extension Branch, Publication, No. 10. British Columbia Facts and Statistics. (1969-72). Victoria: Bureau of Economics and Statistics, Department of Industrial Development, Trade and Commerce. Manual of Resources and Development. 1967-71. Victoria: Department of Industrial Development, Trade and Commerce. Pacific Great Eastern Railway. Proposed Extensions and Potential Resources of Central Interior and Northern B.C.. 1949. Victoria: B.C. Dept. of Railways. The Peace River-Liard Region. (1966). Victoria: Bureau of Economics and Statistics, Department of Industrial Development, Trade and Commerce. Production. Shipments and Stocks on Hand of Sawmills in B.C.. (1950-70). Ottawa: Dominion Bureau of Statistics, catalogue 25-003. The Pulp and Paper Industry of British Columbia. (1970). Victoria: Department of Industrial Development, Trade and Commerce. Economics and Statistics Branch. Pulp and Paper Mills. (1967). Ottawa: Dominion Bureau of Statistics, catalogue 36-204. A Review of Resources. Production and Governmental Finances. (1950-61). Victoria: Department of Finance. The Sawmill Industry of British Columbia. (1972). Victoria: Department of Industrial Development, Trade and Commerce. Summary of Business Activity in British Columbia. (1950-62). Victoria: Department of Trade and Industry, Bureau of Economics and Statistics. Transactions of the British Columbia Natural Resources Conference (1948-71). Victoria: The British Columbia Natural Resources Conference. Trade and Industry Bulletin. 1967-71. Victoria: Department of Industrial Development, Trade and Commerce. 2) Articles, books, periodicals, etc. Barnard, J.R., J.A. MacMillan and W.R. Maki, (1969). \"Evaluation Models for Regional Development Planning,\" Papers and Proceedings of the Regional Science Association. Vol. 23, 117-133. Barkley, P.W. and T.H. Allison, Jr., (1968). \"Economic Base Studies in Resource Administration,\" Land Economics. Vol. 44, No. 4 (November), 470-479. - 150 — Beckman, M.H., C.B. McGuire and C. Winston, (1956). Studies in the Economics of Transportation. New Haven: Yale University Press. Berry, B.J.L. and W.L. Garrison, (1958). \"The Functional Bases of the Central Place Hierarchy,\" Economic Geography. Vol. 34, No. 2 (April), 145-155. Berry, B.J.L., (1959). \"Recent Studies Concerning the Role of Transpor-tation in the Space Economy,\" Annals of the Association of American Geographers. Vol. 49, (September), 328-342. Bell, F.W., (1967). \"An Econometric Forecasting Model for a Region,\" lournal of Regional Science. Vol. 7, No. 2, 109-127. Black, W.R., (1971). \"The Utility of the Gravity Model and Estimates of its Parameters in Commodity Flow Studies,\" Proceedings of the Association of American Geographers. Vol. 3, 28-32. Boyce, D.E., (1964). Forecasting the Structure of Regional Transportation Networks. Evanston, Illinois: Northwestern Univ., Transportation Centre. Brazzel, J.M. and W. Hicks, (1968). \"Exports and Regional Economic Growth: An Evaluation of the Economic Base and Staple Models,\" Land Economics. Vol. 44, No. 4, (November), 503-509. Brindley, J. and A.M. Hay, (1972). \"Passenger Transport Demand in West Africa: Submarkets and Their Spatial Structure,\" Economic Geography. Vol. 48, No. 3 (July) 258-269. Broadbent, J.S., (1959). \"P.G.E. Meets the Challenge of the North,\" Transactions of the Twelfth B.C. Natural Resources Conference. 1959. Victoria: The British Columbia Natural Resources Conference. Campbell, T.C., (1963). \"Transportation and Regional Economic Development,\" Transportation lournal. Vol. 3, No. 1 Fall. Christie, R.G. (1967). An Analysis of Chip Handling in the B.C. Interior. Unpublished M.A. Thesis, University of B.C. Chinitz, B., (1960). \"The Effects of Transportation Forms On Regional Economic Growth,\" Traffic Quarterly. 129-143. Chinitz, B., (1970). \"Appropriate Goals for Regional Economic Policy,\" Regional Economics: Theory and Practice, ed. by D.L. McKee, R.D. Dean, and W.H. Leachy, New York: The Free Press. Cole, L.M., (1968). \"Transport Investment Strategies and Economic Development,\" Land Economics. Vol. 44, No. 3, (August), 307-317. Cooper, L., (1964). \"Hueristic (Methods for Location Allocation Problems,\" SIAM Review. Vol. 6, 37-53. Cooper, L., (1967). \"Solutions of Generalized Location Equilibrium Models,\" journal of Regional Science. Vol. 7, 1-19. Cootner, P.H., (1963). \"Role of Railroads in U.S. Economic Growth,\" journal of Economic History. Vol. 23, No. 4, (December), 477-521. Dodge, W.E., (1968). \"The Inherent Advantages of Carrier Modes Under the National Transportation Policy,\" Land Economics. Vol. 44, No. 4 (November), 493-502. Fogel, R.W., (1962). \"A Quantitative Approach to the Study of Railroads in American Economic Growth: A Report of Some Preliminary Findings, The journal of Economic History. Vol. 22, No. 2 (June), 163-197. Fogel, R.W., (1964). Railroads and American Economic Growth: Essays in Econometric History. Baltimore: John Hopkins Press. Friedman, J. and W. Alonso, Eds., (1964). Regional Development and Planning. Cambridge: MIT Press. Friedlander, A.F., (1969). The Dilemma of Freight Transport Regulations. Washington: The Brookings Institution. Frier, I.E. (1970) Acquisition Activity In the Western Canadian Trucking Industry and the Importance of Factors Influencing this Activity. Unpublished M.B.A. Thesis, University of British Columbia, Vancouver. - 1 5 2 -Fromm, G. ed., ( 1 9 6 5 ) . Transport Investment and Economic Development. Washington: The Brookings Institution. Garrison, W.L. et. al., ( 1 9 5 9 ) . Studies of Highway Development and Geographic Change. Seattle: University Washington Press. Garrison, W., ( 1 9 6 0 ) . \"Connectivity of the Interstate Highway System,\" Papers and Proceedings of the Regional Science Association. Vol. 6 , 1 2 1 - 1 3 7 . Gray, J.S. ( 1 9 6 9 ) . The Character and Pervasiveness of Transport Completion in the Movement of Commodities from Greater Vancouver Origins to British Columbia Destinations. Unpublished M.B.A. Thesis, University of British Columbia, Vancouver. Haggett, P. ( 1 9 6 5 ) . Locational Analysis in Human Geography London: Edward Arnold Ltd. Haggett, P. and R.J. Chorley ( 1 9 6 9 ) . Network Analysis in Geography. London: Edward Arnold Ltd. Hansen, N.M., ( 1 9 7 0 ) \"Unbalanced Growth and Regional Development,\" Regional Economics: Theory and Practice, ed. D.L. McKee, et. al., New York: The Free Press. Heavor, T.D., ( 1 9 6 6 ) . The Evaluation of Transportation Projects in Northern B.C. Unpublished Ph.D. thesis, Indiana University. Heflebower, R.B. ( 1 9 6 5 ) . \"Characteristics of Transport Modes,\" In Transport Investment and Economics Development, ed. Gary Fromm. Washington. The Brookings Institution. Hilhorst, J.G.M., ( 1 9 6 7 ) . Regional Development Theory. An Attempt to Synthesis. The Hague, Mouton & Co. Hirschman, A.O., ( 1 9 5 8 ) . The Strategy—oi Fr.nnnmir, Development. New Haven: Yale University Press. - 153 — Houston, C. (1969). \"Market Potential and Potential Transportation Costs: An Evaluation of the Concepts and their Surface Patterns in the U.S.S.R.,\" The Canadian Geographer. Vol. 13, 216-236. Hunt, W.A. (1967). \"Economic Analysis of Wood Chip Pipeline,\" Forest Products lournal. Vol. 17, No. 9 (September) 68-74). Isard, W. (1951). \"Distance Inputs and the Space Economy, Part I, The Conceptional Framework,\" Quarterly lournal of Economics. Vol. 65, No. 2, 181-198. James, P. and C. Jones (eds.), (1954). American Geography: Inventory and Prospect. Syracuse: Syracuse University Press. Jenks, L.H., (1944). \"Railroads as an Economic Force in American Development,\" The lournal of Economic History. Vol. 4, No. 1, 1-20. Kansky, K., (1963). Structure of Transportation Networks. Chicago University of Chicago, Dept. of Geography, Research Paper no. 84. Kissling, C C , (1969) \"Linkage Importance in a Regional Highway Network,\" Canadian Geography. Vol. 13, 113-127. King, L.> . E. Casetti, J. Odland and K. Simple, (1971). Optimal Transportation Patterns of Coal in the Great Lakes Region,\" Economic Geography. Vol. 47, No. 3 (July), 401-414. Kleine, L.R., (1969). \"The Specification of Regional Econometric Models\" Papers and Proceedings of the Regional Science Association, Vol. 23, 103-115. Kraft, G., J.R. Meyer and J.P. Valette, (1971) The Role of Transportation in Regional Economic Development. Charles Rivers Associates Incorporated, Toronto. Lachine, R. (1965). \"Networks and the Location of Economic Activity,\" Papers of the Regional Science Association, Vol. 14 (1965), 183-196. - 154-Lolosa, H. and T.A. Reiner, (1970). \"The Economic Programming of a System of Planned Poles\" Economic Geography. Vol. 46, No. 3 (July), 449-458. Manners, G., (1967). \"Transport Costs, Freight Rates and the Changing Economic Geography of Iron Ore,\" Geography. Vol. 52, 260-279. Meyer, J.R. et. al., (1959). The Economics of Competition in the Transportation Industries. Cambridge, Massachusetts: Harvard Univ. Press. Morton, A.L., (1972). \"Intermodal Competition for Intercity Transport of Manufactures,\" Land Economics. Vol. 48 No. 4 (November), 357-366. Myrdal, G., (1957). Economic Theory and Under Developed Regions. London: G. Duckworth & Co. Ltd. North, R.N. (1968). Transport and Economic Development in Western Siberia. Ph.D. Thesis, University of British Columbia, Vancouver. North, R.N., (1972). \"Soviet Northern Development: The Case of N.W. Siberia,\" Soviet Studies. Vol. 24, No. 2, (October), 171-199. Perloff, H.N. et. al. (1960). Regions. Resources and Economic Growth. Resources for the Future, Inc. Washington, D.C. Lincoln: University of Nebraska Press. Perroux, F., (1970). \"Notes on the Concept of 'Growth Poles', in Regional Economics,\" in Regional Economics: Theory and Practice. ed. by D.L. McKee et. al. New York: The Free Press. Policies and Priorities — A Perspective for the Industrial Development of British Columbia. (1969). Vancouver: Employers' Council of B.C. Quandt, R.E., (1960). \"Models of Transportation and Optimal Network Construction,\" lournal of Regional Science. Vol. 2, 37-45. Ramsey, B., (1962). P.G.E. Railway to the North. Vancouver: Mitchell Press. Richter, J.]., (1964). \"The Developing Pattern of B.C. Agriculture,\" Inventory of the Natural Resources of British Columbia. Victoria, B.C., 151-166. Rimmer, P.J., (1971). Transport in Thailand. Canberra: Australian National University. Sampson, R.J. (1961). Railroad Shipments and Rates from The Pacific Northwest. Bureau of Business Research Eugene University of Oregon. Sampson, R.J., (1963). Railroad Shipments and Rates Into the Pacific Northwest. Bureau of Business Research. Eugene: University of Oregon. Scott, A.J., (1971). An Introduction to Spatial Allocation Analysis. Commission on College Geography, Resource Paper, No. 9, A.A.A.G., Washington. Smith, R.H.T., (1963). \"Transport Competition in Australian Border Areas: The Example of Southern New South Wales,\" Economic Geography. Vol. 39, No. 1 (January), 1-13. Wilson, G.E., (1962). Essays on Some Unsettled Questions in the Economics of Transportation. Bloomington Graduate School of Business, Indiana University. Wilson, G.E., (1966). The Impact of Highway Investment on Development. Washington: The Brookings Institution. Wilson, G.W. and L. Darby, (1968). Transportation on the Prairies. Supporting Study No. 2 for the Royal Commission on Consumer Problems and Inflation. Regina: The Queen's Printer. - 156-APPENDIX One of the sources of data used in this thesis was a question-naire sent to 50 companies in the Peace River and Prince George-Quesnel regions. The questionnaire was sent out in July 1973 to companies that had established in these regions within the last 20 years. The aim of the questionnaire was to determine the importance of transportation modes to the companies and to obtain data on comparative costs of the different modes for supplying similar services. The 50 companies represented 12 industrial categories. The breakdown by industry was: wood products — 15 electrical products — non-metallic products — 10 metal fabricating — trade — 5 paper and allied industries — 5 transportation — 2 food and beverages — 3 chemicals & chemical prod. — 3 agricultural industry — 3 other industries — 3 and mining — 1 Twenty seven companies responded to the questionnaire, with the highest percentage of returns coming from companies in the pulp and paper industries and the agricultural industry. The companies were asked when and why they established in northern B.C. Then there was a series of questions designed to determine how important transportation was to their operation. These questions were: 1) Which mode of transportation was used to bring raw materials to the plant? 2) Which characteristics (attributes) of that mode were most important? - 157 — 3) How far were the inputs moved? 4) Could another mode have been used (and if so how much more would this have cost)? 5) What were the locations of and distances to the markets for the products? 6) Which mode was used to ship the products to market? 7) Could there have been substitution of modes when shipping products to market (and if so what would the difference of cost have been)? 8) Finally the companies were asked to comment on how important transportation was to their particular firm, using whatever criteria they felt was pertinent. Almost all companies that answered the questionnaire, answered it in full. While most companies used only one mode, they were aware of the costs of the alternative mode. Most companies felt that transportation was fairly important to them as they were on the periphery of markets and supply areas, but few companies could or would say what percent transport costs represented of total costs. The results of the questionnaire are more fully discussed in Chapter 5. "@en ; edm:hasType "Thesis/Dissertation"@en ; edm:isShownAt "10.14288/1.0099922"@en ; dcterms:language "eng"@en ; ns0:degreeDiscipline "Geography"@en ; edm:provider "Vancouver : University of British Columbia Library"@en ; dcterms:publisher "University of British Columbia"@en ; dcterms:rights "For non-commercial purposes only, such as research, private study and education. Additional conditions apply, see Terms of Use https://open.library.ubc.ca/terms_of_use."@en ; ns0:scholarLevel "Graduate"@en ; dcterms:title "Transport development and regional economic growth in northeastern British Columbia"@en ; dcterms:type "Text"@en ; ns0:identifierURI "http://hdl.handle.net/2429/18896"@en .