Discussion Papers 1990. No. 8. 
Role of Accessibility in Development and Functioning of Settlements
CENTRE FOR REGIONAL STUDIES 
OF HUNGARIAN ACADEMY OF SCIENCES 
DISCUSSION PAPERS 
No. 8 
Role of Accessibility in Development 
and Functioning of Settlements 
by 
SZORENYINE KUKORELLI, ken 
Series editor 
HRUB1, Laszlo 
Translated by 
PETER, Sandor and FOLDESNE SZARVAS, Maria 
Pecs 
1990 

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Discussion Papers 1990. No. 8. 
Role of Accessibility in Development and Functioning of Settlements
ISSN 0238-2008 
Kiadja a Magyar Tudomanyos Akad6mia Regiontilis Kutatasok Kozpontja 
Feleh5s kiada: Enyedi GyOrgy 
Sorozatszerkesztef: Hrubi l_tisz16 
Keszillt 250 pdldanyban, 3 (B/5) iv terjedelemben 
Agora Nyomda Nes — 91-544 
Felelds vezeb5:  Masi Lajos 

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Discussion Papers 1990. No. 8. 
Role of Accessibility in Development and Functioning of Settlements
CONTENTS 
Introduction 
1 
Methods of Measuring Accessibility 
4 
1. Measuring Accessibility among Centres 
5 
2. Measuring the Social Dimension of Accessibility 
7 
Accessibility among Centres 
10 
Analyzing Access between the Centres and the Settlements of Their Districts 
13 
1. Accessibility between the Centres and the Settlements of Their Districts 13 
2. Determining Areas in Transportation Shade 
16 
Accessibility of Small (Secondary) Centres 
18 
1. Accessibility of Administration (Council) Centres from Their Joined 
Communities 
20 
2. Accessibility of Local Health Centres 
21 
3. Accessibility of Primary School Centres 
21 
An Attempt to Measure Social Dimension of Accessibility 
22 
Summary and Conclusions 
27 
Notes 
29 
References 
30 
Tables and Figures 
34 

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Szörényiné Kukorelli, Irén: Role of Accessibility in Development and Functioning of Settlemets. 
Pécs: Centre for Regional Studies, 1990. 34 p. 
Discussion Papers, No. 8.
INTRODUCTION 
The economic structure, development ability, and functioning of settle-
ments in a region are significantly influenced by the measure of connections of 
settlements of various importance. Transportation network is a growth factor 
playing important role in the life of settlements. The connection of large set-
tlements to each other and to less important settlements in their gravity zones 
is closely related to the development and functioning of the settlements. 
This paper intends to analyze the connection system of settlements with 
the concept of transportation accessibility. My research is restricted  even  more 
since only mass transportation is included into the analysis. 
In the analysis of the connection system the clarification of the concept of 
accessibility and the demonstration of the methods of its measurement need 
to be done first. 
Inquiring both domestic and international literature has led me to the 
conclusion that there is no exact definition for accessibility. We all feel 
what accessibility, transportational accessibility means, but its contents are 
conceptualized only with limitations.  P. Gould  gives a quite apt description 
of it:  "The accessibility is ... a slipary notion ... one of those common terms 
that everyone uses until faced with the problem of defining and measuring it".
1  
Accessibility is usually examined from two aspects: from the  spatial  and 
from the  social ones, or in other words, its  physical  and its  social  dimensions 
are investigated. 
T. Hiigerstrand  states that accessibility has at least two sides. One 
is  physical,  which means the possibilities of transportation between two 
geographical points while the other,  social side means that the social position 
of the individual supplies or enforces the accessible points. 2  
Physical accessibility  means the revealed connections between two geo-
graphical points.  E. J. Taffee  is concerned with its examination and math-
ematical analysis when analyzing flows and connections among centres. He 
defines the roads and railroads among centres as a graph which can be trans- 
1 

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Szörényiné Kukorelli, Irén: Role of Accessibility in Development and Functioning of Settlemets. 
Pécs: Centre for Regional Studies, 1990. 34 p. 
Discussion Papers, No. 8.
2 
formed into a matrix. Depending on the values corresponding with the Vertices 
and edges there are various forms of matrices. For example the so-called  con-
nection matrix  is obtained when only the existence or non-existence of direct 
links between two points is demonstrated. The author emphasizes that in 
this way we obtain a simple measure with little relevance to the level of the 
centre. Proceeding from this the  accessibility matrix  can be defined if the "ex-
isting" (1) and "non-existing" (0) values are replaced with the time or cost 
values of the distance between the two points. 3  
W. L. Garrison  investigated the  centre accessibility.  His method is similar 
to the above mentioned. He used the graph theory, too, and the matrix 
multiplier based on it to measure the accessibility of centres in the South 
Atlantic USA. He uses the connection matrix and recognizes the problem of 
direct versus indirect connections, namely that a more realistic measure could 
be gained if the importance of indirect connections could be reduced, that is, 
indirect connections should be weighted in inverse way. 4  
W. A. Muraco  measured the physical accessibility on the basis of graph 
theory, too. Weighted values dependent on traffic, using the  Ford Fulkerson 
-
algorithm,  represent the graph of road network (including highways, principal, 
secondary and local roads). 5  
Many of the Hungarian researchers have examined the spatial aspects 
of accessibility, too. 
Pdlfalvi J. and Schwertner J.  define accessibility as 
passanger transportation links among a central settlement and its gravity 
zone. Examination of accessibility in various periods of the day is claimed 
to be important in their work but society is considered homogeneous. The 
authors emphasize the qualitative side of accessibility from the point of view 
of passanger transportation. Improvement is required in reducing congestion, 
the quality of passanger services, that is, the servicing functions of accessibility 
must be improved since the links have already been existing. 6  
Similarly,  Erddsi F.  emphasizes the qualitative improvement of physical 
accessibility having the mere existence of accessibility given. He is the one 
who investigates the most the concept of accessibility and transportational 
gravity zones in the Hungarian literature. In a number of his works he analyzes 
the connection system between the centre and its gravity zone with respect 
transportation and accessibility.? 
Many researchers, such as  T. Hdgerstrand,  have dealt with the  social side 
of accessibility. They define accessibility as an ability that enables people to 
reach the destination where the individuals to perform a particular activity.5 

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Szörényiné Kukorelli, Irén: Role of Accessibility in Development and Functioning of Settlemets. 
Pécs: Centre for Regional Studies, 1990. 34 p. 
Discussion Papers, No. 8.
3 
According to  D. R. Ingram  the concept of accessibility has departed from the 
nature of destination and its essence is  mobility  itself.9  
M. J. Moseley  claims that the concept can not be restricted this much since 
mobility depends not only on external circumstances and transportational 
possibilities but on the moving capacity, physical and financial conditions of 
the individual, too. Presuming either objective or subjective improvement 
of accessibility,  it leads to improvement in the quality of life. The goal of 
revealing accessibility is to show the role of destination in the hope for better 
accessibility. This goal can be reached by the joint examination of the social 
and the spatial dimensions of accessibility. 
M. J. Moseley  illustrated the three components of accessibility in the 
following way: 
relation 
man 
place of activity 
where "man" means the social dimension, that is, the social and 
demographic composition of the settlement must be taken into consideration. 
As  M. J. Moseley  puts it, he is interested in the accessibility or non-
accessibility of villages. He feels important the examination of mobility 
possibilities of various strata in villages, particularly, when the decline of rural 
transportation may induce the decline of mobility. 
In his model "relation" means the revealance of the extent and quality 
of the passanger transportation network and the forces influencing it. The 
"place of activity" is reaching the final destination where jobs, commerce, 
education, health and other services are available, the geographical system of 
which components should be taken into consideration. 1° 
S. Oberg  examines individual strata and places of activity in a case study 
focusing on choosing dentist in Southern Sweden. He models the accessibility 
of supply points."  B. Lenntorp  deals with the above model, with respect to 
accessibility and its geographical and economic effects. 12  
The Polish geographer  R. Domanaki  gave the following definition for 
accessibility: "Accessibility means the possibility of utilization of such 
opportunities that are represented by economic, political, social, and cultural 
institutions and establishments. Individuals, families, and settlements do not 
have equal opportunity to reach these objects. Accessibility may be a measure 
of spatial equality." 13  He examines the relations among  accessibility, efficiency 
and spatial organization  and concludes that under certain circumstances there 
may be a positive relation between concentration and spatial accessibility, 

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Szörényiné Kukorelli, Irén: Role of Accessibility in Development and Functioning of Settlemets. 
Pécs: Centre for Regional Studies, 1990. 34 p. 
Discussion Papers, No. 8.
4 
that is, with increasing geographical concentration accessibility increases and 
accessibility affects spatial structure. Although spatial accessibility (between 
two geographical points) is increased by increasing spatial concentration, my 
view is that extreme centralization leads to exclusion of wider strata from the 
access to certain activities. 
The concept of accessibility is well demonstrated by the model represented 
by  Table .1  in which accessibility has two distinctive sides. The first is  physical 
or  spatial dimension, which mostly belongs to transportation geography. The 
other side is  social dimension, which is closest to sociology. At the meeting 
points of the two dimensions there is the two-sided accessibility that is 
examined by social geography. This means that the analysis of accessibility 
between two geographical points from the point of view of certain activities or 
services is restricted to the affected social stratum. 
I examine the accessibility  among centres,  and that between  centres and 
the settlements in their  gravity  zones  by measuring the  physical side,  which 
belongs to transportational geography. Since population is not homogeneous, 
I examine only the strata of it which are  able to use the mobility possibilites 
when investigating the accessibility with respect to a particular activity. 
METHODS OF MEASURING ACCESSIBILITY 
While the concept of accessibility can only be circumscribed, there are 
exact methods to measure it in the literature. However, as the concept itself 
can not be simplified, a single method of measurement can not be used either. 
The choice and working out of a specific process depends on the side of 
accessibility to be measured. Overviewing the methods of measurement found 
in the literature it is apparent that measuring accessibility does not mean a 
clean, unique method. Simple, two-variable methods are used just like exact 
mathematical ones. 
The most meaningful value for accessibility is  running time,  the represen-
tation of which in cartography is the  isochrone  and the number of daily or 
part-of-day line-pairs. The ratio of the two can be treated as a primary in-
dex, since the former one relates inversely and the latter one directly to the 
quality of accessibility. Further on I call the line-pair over running time quo-
tient  accessibility index  after  H. Zimpel",  and each examined settlement will 
correspond with a value of this index. In the analysis I use the following two 

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Szörényiné Kukorelli, Irén: Role of Accessibility in Development and Functioning of Settlemets. 
Pécs: Centre for Regional Studies, 1990. 34 p. 
Discussion Papers, No. 8.
5 
mathematical methods. 
1. Measuring accessibility among centres 
The method is used to measure the  spatial dimension,  that is, physical 
accessibility, and is applied to examine the links among district centres. 15  
The transport network (public roads and railroads) is represented by a 
connected undirected graph,  G = (V, E),  where V is a set of vertices and  E 
is a set of edges (route sections). A so - called  cost function  can be chosen to 
the graph which corresponds a real number to each elements of set  E.  I call 
this real number direct accessibility and I calculate it the following way: 
n(vi,  vk) 
d(vi, vk) — t( vi,  vk) 
where  n(vi, vk)  is the number of public line-pairs, and t(vi, vk) is the 
average running time. 
In the next step the a(vi, vk) accessibility between non-adjacent vertices 
(settlements) should be defined. Here the following characteristics must be 
considered. 
1. a(vi ,  v k )  = a(vk, vi),  commutativity; 
2. Accessibility on joint route sections is smaller than any accessibility 
corresponding with any part of the route, that is 
a(vi, vk) < a(vi, vi), and a(vi, vk) < a(vi,  vk) 
3. If vertex vj, adjacent to both vi and vk, is only a stop between vi and 
vk, that is n(vi, vi) = n(vi,  vk),  that is the number of line-pairs does 
not change, then 
n(vi,  vk) 
n(vi, vi)  
a(vi, vk) =  I(24, Vk) 
t(Vi,  v i) -F t(V Vk) 
value should be the outcome according to characteristic in 1. 

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Szörényiné Kukorelli, Irén: Role of Accessibility in Development and Functioning of Settlemets. 
Pécs: Centre for Regional Studies, 1990. 34 p. 
Discussion Papers, No. 8.
6 
4. There may exist more than one routes between two vertices and 
accessibility can correspond to each. In order to keep the validity of 
characteristics 1-3. I have chosen the simplest possibility, the maximum 
of all attainable accessibilities on all roads. On this basis accessibility is 
s  Max 
1 
a(v,,  vk)  =  G max 
n _ i  
d(v : ,  Vk)) 
1 
 
Ea.i  a(vjvz
,, 
where 
vi =V( 1 V( 2  V( 3 
= Vk 
are vertices of a non-circle route between v, and vk. 
5. If between v, and  vk  the optimal path is v, 
vk and  (v3 , vk)  edge 
is optimal, too, then 
1 
a (vi,  vk) — 
vh ) 
This last characteristics gives the real possibility to calculate accessibility 
for which I have used the  Dijkstra- algorithm  of the shortest possible route 
starting from a designated source, for the similarity of the problems. 
This algorithm also supplies to each settlement, as to each root element, 
hierarchic spanned tree of the graph representing the transportation network. 
Another problem emerges when simultaneously examining public road and 
railroad accessibility. For this joint accessibility calculation the above method 
is to be modified only in the sense that when computing the  joint direct 
accessibility  the total number of line-pairs should be divided by average of 
the running times weighted by the number of line-pairs, that is 
nA nB 
d = 
to 
nA 
+ 
+nB 
nA+fB tB 
where  nA, nB  are two kinds of number of line-pairs, and  tA, tB  the 
average running times, respectively. For the trivial case of  nA  = nB = 0,  tA  = 
tB  this definition gives the right results separately. 
Finally, the  total accessibility of a settlement is measured by 

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Szörényiné Kukorelli, Irén: Role of Accessibility in Development and Functioning of Settlemets. 
Pécs: Centre for Regional Studies, 1990. 34 p. 
Discussion Papers, No. 8.
7 
ak =  E a(v„ vk) 
that is summing up all the accessibilities from other settlements. 
2.  Measuring the social dimension of accessibility 
Different activities and services are needed by different groups of the 
population, thus the accessibility of these does not affect the whole population 
only various parts of it. The literature is abundant in processes to calculate this 
side of accessibility but using them one should not forget about the background 
supplying empirical facts, because an automatic application of these methods 
without change can give false results. 
The method used here serves the measurement of the  accessibility of the 
workplace.  In this process accessibility from each point (settlement) to each 
point (settlement) is considered. Each point has some specific feature which 
is called "attraction", and the model is called  attraction-accessibility method. 
The settlement network under examination mathematically is represented 
by the connected undirected graph  G = (V, E),  where V is the set of vertices 
(settlements) and  E is the set of edges (transport routes). The administrative 
hierarchy is represented by the  S = (V, T)  spanned tree of  G  (see the figure 
below), where  T  is set of the edges of the tree  (T C E),  and vo E V is the 
source. 
secondary centr 
independent (non-joined) settlement 
joined settlements 
On the edges defined are 
• (a) the dk o  = d(vk,  v.7 )  cost function  (e.g. travelling time), 

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Szörényiné Kukorelli, Irén: Role of Accessibility in Development and Functioning of Settlemets. 
Pécs: Centre for Regional Studies, 1990. 34 p. 
Discussion Papers, No. 8.
8 
• (b) the  kJ =  i(Vk,  t1.7 )  flow function  (e.g. the number of commuters 
from settlement vi to settlement  vk). 
On the vertices defined are 
• (c) the w3  = w(vj) supply function  (e.g. the number of workplaces) 
• (d) the  hj = h(vj) demand function  (e.g. the active labour force there). 
Knowing these four functions the accessibility of certain characteristics can 
be examined and defined for the vertices within graph  G. 
1. The  demand potential —  that corresponds values to vertices — expresses 
the measure of demand that can be "felt" in an particular settlement 
toward the given activity. The demand potential corresponding with 
vertex  vi  is 
Zi =  Ep,(dOh k , 
j = 1,...n 
k=i 
where 
n  is the number of settlements under examination, 
hk  =  h(vk)  is the demand at vertex  k, 
dk,2 = d(vk, vj)  is the travelling time along edge  (vk,  v3 ), and 
p,(d)  is a monotonous non-increasing function reduced to spanned tree 
S,  called  power function. 
The power function has the characteristics 
p s (0) =  1 
and 
lim p,(d) =  0 
Such function can be created in various ways, but in the literature it is 
often used in the form of 
ekd , 
p3(d) = 
 where k < 0. 

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Szörényiné Kukorelli, Irén: Role of Accessibility in Development and Functioning of Settlemets. 
Pécs: Centre for Regional Studies, 1990. 34 p. 
Discussion Papers, No. 8.
9 
The question remains that from what data can  parameter k  be estimated. 
I have chosen the following process. Within a district of a city the 
1(vi, vj), the number of people commuting from settlement vj (always 
including those commuting to the central settlement) is known as well as 
h(v 3 )  the active local labour force in  vl  settlement.  I  plotted the ratio of 
these as a function of the distance from the central settlement, and then 
fitted a regression function to this set of points. The value of parameter 
k  can be obtained from this. 
Obviously, h(vo ) = E i(vi , vo ), that is, the number of people working 
in the central settlement is equal with the sum of those staying home 
("locally migrating") and migrating to other settlements. 
2. I correspond a so called "ability to attract" or  attractivity  to each vertex 
of graph  G.  This is, after  J. W. Weibull  16 computed the following way: 
, 
C 
zi 
3. The  accessibility function  can be calculated with the  weighted sum of 
attractivities  of surrounding settlements. 
fi = f(vi) =  E q, (dk ,j)zk 
where the  q(d)  weight function is monotonous non-increasing, and 
satisfies the 
q(0) = 1 
and lim  q(d) =  0 
conditions. 
I used the  Ingram-type  weight function. The most suitable way of 
choosing the parameter seemed to be the case when the value of the 
weight function decreases to  a  at the 1 hour limit. 
As a last step the  the distribution function of accessibility  was defined. 
F(p)  distribution function shows that for what  p  ratio of the active labour 
force of the examined group of settlements falls no more than  F(p)  value of 
accessibility. I computed the distribution function as follows: 

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Szörényiné Kukorelli, Irén: Role of Accessibility in Development and Functioning of Settlemets. 
Pécs: Centre for Regional Studies, 1990. 34 p. 
Discussion Papers, No. 8.
10 
{ 0, if p = 0 
F(p) = 
half 
T 
_1  <F 
hs lf <F 
fi) if 
<  P  < 
h, 
where fi  <  f2  <13 .... 
In the next chapters I measure accessibility with the above methods. The 
examined region covers  Gy5r Sopron, Vas and Veszprdm  counties. The region 
-
includes 21 smaller administrative units, so-called  city districts  according to 
the January 1, 1984 status, with 590 settlements. At this time the three 
counties contained 21 districts. The investigations concerning centres are 
related to the centres of these 21 districts. There are no more cities besides 
them in the region. 
There has been research concerning the so-called  small secondary centres, 
too. This concept means those villages which have one or more of the following 
three functions: administrative, health and educational services. Depending 
on the number of functions, I call these settlements  three two or one function 
- 
- 
-
small centres.  In this region there are 104, 44 and 57 such small centres, 
respectively. In other words, there are 205 settlements in the region to which 
joined villages belong and there are 364 ones that are not involved in joint 
village relationship. 
ACCESSIBILITY AMONG CENTRES 
When analyzing the transportation system in a region the first thing 
to study is accessibility among (district) centres. This would explore the 
possible transportation links among settlements having approximately the 
same functions. At the same time it would enlighten the role of the different 
centres in the region as a whole and outline their connection possibilities. 
The aim of the present chapter — as introduced above — is to study the 
physical aspect of accessibility among centres. The method used will be the one 
introduced in the previous chapter and called  measuring accessibility among 
nodes.  Here  node  means a (district) centre. 
In order to carry out the calculations the following data had to be collected: 
average running time among the 21 centres and number of line-pairs per day 
among them, respectively. As this study does not intend to investigate either 
the transit possibilities for foreign tourism or weekend traffic, the number 

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Szörényiné Kukorelli, Irén: Role of Accessibility in Development and Functioning of Settlemets. 
Pécs: Centre for Regional Studies, 1990. 34 p. 
Discussion Papers, No. 8.
11 
of line-pairs would concern an average not-summer weekday. Each node is 
matched with 20 number-pairs including the running time and the number of 
line-pairs per day. In case there is no direct access between two settlements, 
running time was taken for infinite and the number of line-pairs for 0. 
The resultant graph starting from the different centres is a spanned tree 
of graph. It is of minimum pass-lenght and on it any vertex is accessible from 
any other vertex but only on one route. The graph defined by the algorithm 
applied shows the routes with optimum accessibility. The routes excluded from 
optimum accessibility and not being taken into account by the graph may all 
the same carry some traffic. Their exclusion will only mean that these routes 
do not provide a better accessibility than the passes defined. It is the optimum 
route from every single node to any other nodes that figures independently of 
the accessibility values of the two towns. So it is not the number of lines 
that defines the quality of the district centres links, it refers only to route use 
frequency. 
The investigations were carried out independently for rail transport and 
public road traffic but only their joint accessibility values figure here as the 
means of transportation seems to be indifferent from the target's point of 
accessibility. The basic factors are the numbers of trip opportunities and the 
running time. In order to measure joint accessibility the services provided by 
rail and buses were added according to the method mentioned before. The 
joint accessibility values were calculated using the data base obtained by the 
above method and without changing the algorithm. The values are shown 
by  Table 2.  Taking into account measurement results the 21 centres were 
classified into 5  categories. The elements of each category can be seen in 
Table 3. 
The settlements graded as  excellent  or good have a frequent bus lines among 
each others. High number of line-pairs is in close connection with their high 
industrialization rates and — consequently — heavy daily commuting. Its 
other factor is the earlier suspension of some rail lines and their replacement 
by public road traffic. 
Towns figuring in the  average  category owe their position either to their 
outstanding rail links  (Szombathely, Sdrvdr, Celldomolk)  or to a balanced but 
not too high accessibility in both fields of transportation. 
The 5 towns figuring in the  weak  category — except for  Mosonmagyar-
ovcir  —  are all small towns. Three of them  (Vasvdr, Siimeg, Kormend) 
obtained town status in 1970- 80, so their communication infrastructure is not 

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Szörényiné Kukorelli, Irén: Role of Accessibility in Development and Functioning of Settlemets. 
Pécs: Centre for Regional Studies, 1990. 34 p. 
Discussion Papers, No. 8.
12 
developed yet, they have less economic importance and peripheral position 
in the region.  Szentgotthdrd  represents a category in itself as its accessibility 
value (1.77) is far behind the values of any other centres. Its location in 
the basic graph is also exceptional as it can be linked to any other centres 
only through  K5rmend  while  Korrnend  itself can be connected with the other 
graphic elements through  Szombathely  only. In this way  Szentgotthdrd  has 
the most peripheral position in the graph. Moreover it has little industrial 
importance so less commuter traffic as well. 
The present paper does not intend to analyze all the spanned trees of 
graphs of the centres. Its aim is to present the joint spanned trees of graph 
only of three county seats  (Gyor, Szombathely, Veszprem) 
together with two 
smaller towns  Csorna  and  Pcipa (Figure 1, 2, 3,  4,  5). 
The graphs include characteristics of both transport branches and the main 
paths are defined according to the dominant one of them. 
While analyzing the spanned tree of graphs some routes with unexpectedly 
optimal accessibility value were found since the passes with direct access 
between two centres in the basic graph can be left out of the optimum passes 
by the algorithm. The passes with direct access not figuring in the optimum 
route in case of the spanned tree of graphs analyzed above were examined.  (A 
pass with direct access will provide connection between two centres without 
intervening node for public transport.) The spanned tree of graph of  Gyor 
contains all the passes with direct access that was expectable by its position 
in the basic graph. There is a single pass with direct access missing from 
the spanned tree of the graph of  Veszprem  between  Szombathely Veszprem. 
-
Instead one can find the optimum pass through  Veszprem Ajka CelldOmolk-
-
-
Scirvdr Szombathely. 
Partly this is why 
-
Vasvdr, Szentgotthdrd, Kormend 
centres are handicapped compared to the others in the region and are in loose 
connection with them. There is a single line-pair on the pass with direct 
access between  Veszprim Szombathely 
-
at present. Increasing this number of 
line-pairs the pass with direct access could serve as the present optimum pass, 
thus establishing a better integration of the three centres  (Kiirmend,  Vasvdr, 
Szentgotthdrd)  into the region. 
The lack of the pass with direct access mentioned above also jumps to 
the eye from the joint spanned tree of the graph of  Szombathely.  Apart from 
this there is also the direct pass of  Szombathely Csorna  missing. That's why 
-
the optimum accessibility is provided on the  Gyor Pdpa Celldornolk Sdrvcir-
-
-
-
Szombathely  route. 

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Szörényiné Kukorelli, Irén: Role of Accessibility in Development and Functioning of Settlemets. 
Pécs: Centre for Regional Studies, 1990. 34 p. 
Discussion Papers, No. 8.
13 
From among the spanned trees of graphs shown it is the joint spanned tree 
of the graph of  Papa  centre where the majority of lacking direct routes can 
be found. The passes between  Pcipa Csorna, Papa
-
Kapuvcir, Pdpa
-
Sopron, 
-
Pcipa-Zirc,  Pcipa Simeg  and 
-
Pcipa TapoIca 
-
do not figure in the graph. It can 
be explained by the small number of line-pairs there as Pcipa has a smaller 
gravity zone linking mainly the settlements in its limited suburban area only. 
Using this method in different variations by changing number of line-
pairs on the lacking direct passes optimum accessibility and its path could be 
changeable as well. Thus a method useful for both transportation managers 
and planners could be obtained. 
ANALYZING ACCESS BETWEEN THE CENTRES 
AND THE SETTLEMENTS OF THEIR DISTRICTS 
The aim of this chapter is to study physical accessibility among centres 
and their districts settlements. Physical accessibility is the basic factor 
of relationship between centre and its gravity zone and at the same time 
enlightens the problem of acessibility of so-called urban functions since the 
centres seem to be the unique medium of urban functions in this region. 
The study is two-sided. On one hand it examines accessibility among the 
centres and the settlements of their gravity zones (i.e. 21 so-called districts) by 
using accessibility value, while, on the other hand, it tries to define the actual 
gravity zone of the centres from the view-point of transportation geography. 
With this two-sided approach it is possible to outline the settlements and zones 
in transportation shade. 
1. Accessibility between the centres and the settlements of their 
districts 
For the examination the number of daily line-pairs/running time as the 
, accessibility value was determined for each settlement. This value refers to 
service link between the settlements and their centre. This datafile of the 
settlements in sequence was averaged for each district. This value referring to 
the access between a centre and settlements of its district is called  average 
accessibility value. 
In case of the 21 centres average values get into the 

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Szörényiné Kukorelli, Irén: Role of Accessibility in Development and Functioning of Settlemets. 
Pécs: Centre for Regional Studies, 1990. 34 p. 
Discussion Papers, No. 8.
14 
interval of 1.01-0.29. Being multi-variable, this index number is capable of 
characterizing closeness of relation between a centre and other settlements 
and it can be used to classify gravity zones (districts). The categories are 
shown in  Table  4.  Average accessibility value can be affected by the area 
of zones, the number of settlements, the existence of connection between the 
centre and the other settlements and the socio-economic division of labour. 
The gravity zone (district) of  Vdrpalota  town with its high accessibility 
value seems to be unique but could hardly be regarded as an independent 
category since this zone consists only of six settlements including the centre. 
It could hardly be compared with an administrative units consisting of 40-50 
settlements. 
The  centres  with an accessibility value  in the interval of 0.6-1  form a real 
group. It includes towns situated almost in the centre of their gravity zones. In 
this group there is an intensive relation between a centre and other settlements 
which means not only a short running time to the centre and back but also a 
high number of line-pairs. 
On the basis of the average accessibility value the  third category  includes 4 
centres. Their transportation link with the other settlements of their districts 
is still accept4,ble though not excellent. It can be described as good. This 
category includes 3 small towns — Kapuvdr,  Celldomolk  and  Siimeg —  and 
the biggest city of the region, that is  Gy5r.  The number of settlements in the 
zones of the 3 small towns is low.  CelldornOlk  has a favourable position from 
the view-point of transportation geography since it is a rail junction. It has 
an especially good communication with the settlements having rail connection 
as well. 
Relationship between  GOr  and the settlements of its zone is of a quite 
different character. On the one hand the number of settlements of its zone 
is higher, on the other hand, relations are extended in space and quality 
because of the city functions of  Gy5r.  .  As a region centre and an important 
industrial centre  Gycir  has relations of different types. For example the 15-
minute isochrone belt can not surround the city because of its great area. 
(Namely, GOr has incorporated the agglomeration settlements.) Thus it takes 
more running time to get from some neighbouring settlements to  Gy5r  which 
results in a decrease of accessibility value. 
The lower accessibility value characterizing the centres of  fourth category 
refers to loose relation between the centre and the other settlements. The 
4 centres belonging here have a peripheral position. The zones (districts) 

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Szörényiné Kukorelli, Irén: Role of Accessibility in Development and Functioning of Settlemets. 
Pécs: Centre for Regional Studies, 1990. 34 p. 
Discussion Papers, No. 8.
15 
of  Sopron, Ko'szeg, Mosonmagyardvdr 
and  Szentgotthdrd  are situated in 
the neighborhood of the Austrian-Hungarian border thus several settlements 
are in "dead-end" position. They can not have any transit traffic, the 
number of direct line-pairs is apparently low. Although as far as  Sopron's 
zone is concerned it is not the settlements neighboring the border that have 
unsatisfying connection with the  centre Sopron.  Namely, in the northern part 
of this zone a main traffic road joining the settlements from  Kaptivdr  to Sopron 
provides them a good access to both  Sopron  and the other towns of the county. 
Unsatisfying connection characterizes settlements in the southern area having 
no towns and thus being in transportation shade. 
The zone (district) of Sdrvcir including the centre consists of 44 settlements, 
its north-south expansion is significant. However, it cannot be taken for the 
reason of loose relation between the centre and the other settlements. It may 
be caused by the neighborhood of  Szombathely  city attracting commuters from 
Sdrvdr's zone as well. That's why traffic management turns lines to the county 
seat  (Szombathely)  instead of the district centre Sdrvdr. 
The average accessibility values characterizing  fifth category  are only the 
outcome of relationship between centres and other settlements. An extremity 
in connection could characterize all the centres of this category. There are 
settlements with an accessibility value over 1 and at the same time there are 
several settlements having no direct access to the centre. 
Measuring accessibility provides further information about relation system 
of a centre and the other settlements. The question is how accessibility value 
can be improved. The investigation results could easily show the  way  to do it, 
however, they would represent a simple analysis of the mathematical relation 
for measuring accessibility. It is apparent that accessibility  rate  could be 
improved by a higher number of line-pairs and a lower running time,  as far as 
the basic factors are concerned. The real question is  that weather the complex 
problem of accessibility could be solved by such a simplifyed way, not taking 
into account the socio-economic factors, respectively. The answer should be 
no. 
According to the study it is obvious that running time from remote 
settlements is long and the isochrone is often over an hour. In order to shorten 
the distance and the time to take changing the administrative border seems 
to be an appropriate solution. However, in case of settlements located in 
the neighborhood of an another town (or district centre) their administrative 
whereabouts should be considered. 

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Szörényiné Kukorelli, Irén: Role of Accessibility in Development and Functioning of Settlemets. 
Pécs: Centre for Regional Studies, 1990. 34 p. 
Discussion Papers, No. 8.
16 
An increase in accessibility is in direct proportion with the number of 
line-pairs. The latter, however, reflects the number of commuters to the 
centre. According to this statement this study supports the following concept: 
public transport makes possible manpower mobilization, in other words profit 
acquisition. That's why it would be a double mistake to draw the simple 
conclusion of a better access in case of higher number of line-pairs. (A higher 
number of line-pairs would mean more commuters.) 
Social interest demands a lower number of commuters and at the same time 
a switch to independent company management and an increase in transport 
fee may also result in lower commuter traffic. 
Accessibility is always in close connection with certain activities, including 
making use of different services or provisions that's why its value may be 
improved by a dispersed location of them. 
The present study shows that accessibility of new towns and centres with 
one- sided urban function should be increased. This trend could be supported 
by strengthening urban functions. 
2. Determining areas in transportation shade 
The aim is not only to determine the location of areas in transportation 
shade but also to decrease the  number of settlements with a low accessibility 
value and at the same time to increase average accessibility  of the centres (or 
districts). 
As a first step transportation geography gravity zones  should be delimited 
then compared them with the administrative units, i.e. districts. 
Transportation geography gravity zone means the spatial interpretation of 
intensive transport connection between a centre (town) and its agglomeration. 
For the determination an  1  hour isochrone of public transport is studied but 
further aspects of investigation are needed. Since an  1  hour isochrone of a 
central settlement or a town generally overlaps the same isochrone of a town 
nearby. 
How to determine a gravity zone? The 1 hour isochrone of centres was 
taken in 15- minute sections that is in four categories, taking into account the 
two means of public transport that is bus and train. 
Settlements, included in smaller isochrone categories of their administra-
tive (district) centre than that of an other centre (town) can definitely be 

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Szörényiné Kukorelli, Irén: Role of Accessibility in Development and Functioning of Settlemets. 
Pécs: Centre for Regional Studies, 1990. 34 p. 
Discussion Papers, No. 8.
17 
enlisted in the gravity zone of their "own" centre. If a  settlement figures in 
the same isochrone belt of two or more towns the so-called  accessibility value 
was taken into account. (This value is the ratio of the number of daily line-
pairs between the settlement and the centre and running time.) If this value 
is definitely higher in case of a town different from its administrative (district) 
centre the settlement will belong to the transportation geography gravity zone 
of this town. However, if a settlement gets into one of the isochrone belts of 
its district centre but an another town is in shorter access the settlement will 
belong to a better isochrone belt of this other town as well. In this case it is 
the  accessibility value — running time  and the number of line-pairs — that is 
decisive.  If the accessibility value is lower in the relation of the settlement  and 
its district centre than in case of the other town, the settlement will belong to 
this other town's gravity. zone. If the above accessibility values are almost the 
same, the numbers of commuters to the centres will be the decisive factor. 
Special attention was paid to the settlements needing more than an hour 
running time to their centres or having no direct access or the combination of 
the two. I find both factors rather disadvantageous and what's more they do 
not exclude each other. 
In each zone the settlements located within an 1 hour's reach from the 
centre were classified into four time categories broken down to 15 minutes, 
respectively. The fifth category includes all the settlements needing more than 
1 hour running time or a change.  Table 5  shows distribution of population 
in the different isochrone belts. On this base the centres having worse 
accessibility can be spotted. Accessibility of settlements figuring in category 5 
(where runing time to its centre is more than 1 hour) was calculated not only 
in relation to their "own" centre but to the neighbouring centre as well. 
Settlements situated in transportation shade — and concentrated mainly 
in certain areas — are the following  (Figure 6): 
- south-west part of  Sopron's  zone, 
- northern part of Sdrvdr's zone, 
- villages of  OrsOg  belonging to  KOrmend's  zone, 
- settlement in the north west part of  Ajka's  zone, 
- small villages in the western part of  Balatonfired's  zone, 
- three neighbouring settlements of Zirc's zone. 
When determining transportation gravity zones, the aim was to get 
handicapped settlement into a better position. It is illustrated by  Table 6 
showing average accessibility of districts and the actual  gravity zones outlined 

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Szörényiné Kukorelli, Irén: Role of Accessibility in Development and Functioning of Settlemets. 
Pécs: Centre for Regional Studies, 1990. 34 p. 
Discussion Papers, No. 8.
18 
above. If the district centres are taken for gravity zone centres the previously 
lowest average accessibility values will come out to be higher. Some decrease 
might occur as well, though the deviation will be of a hundredth. 
In order to find further proofs to these results  Table  5 and 7 were compared 
where the numerical values show a more favourable distribution of residents' 
number in the actual gravity zones and a lessening importance of category 
5 and at the same time a definite decrease in the number of settlements in 
transportation shade. 
ACCESSIBILITY OF SMALL (SECONDARY) CENTRES 
This chapter studies accessibility of small (secondary) centres by public 
transport as defined in the first chapter. This provides opportunity to describe 
communication between a small centre and its so-called joined settlements. 
On one hand this chapter studies accessibility of three-, two- or one-
function small centres from settlements of their micro-zones. On the other 
hand, it examines accessibility between small centres and district centres. 
At the same time relationship of a small centre with different functions 
and settlements of its micro-zone is to be studied. 
To define accessibility a method similar to the one used in the previous 
chapter is applied: running time and number of line-pairs between small 
centres and settlements of their micro-zones are measured. 
Since in this case the distance to cover — to get to a neighbouring 
settlement — is shorter, these isochrones are of 5-10-15-20 minutes and number 
of line-pairs between the settlements and their small centre was divided by 
their isochrone value. Thus an  accessibility value  characterizing each so-called 
joined settlement is obtained in the interval of 0 < a < 6.04. 
Five accessibility categories of these values were defined 
- excellent 
a > 1.5 
- good 
1.0 < a < 1.5 
- average 
0.5 <  a < 1.0 
still acceptable 
- 
0.2 < a < 0.5 
- not good 
0 <  a <  0.2. 
As far as settlements (communities) are concerned, the classification took 
place according to an accessibility regarding all the three functions of small 
centres. 

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Szörényiné Kukorelli, Irén: Role of Accessibility in Development and Functioning of Settlemets. 
Pécs: Centre for Regional Studies, 1990. 34 p. 
Discussion Papers, No. 8.
Before analyzing connection between small centres and the settlements 
of their zones the accessibility between small centres and district centres is 
to be examined, taking also into account the number of functions. What 
kind of relation can be there between a small centre having one, two or 
three functions and the district centre? Is there any significant difference in 
connections between the small centres with certain functions and the district 
centres, between the other settlements (communities) of micro-zones of these 
small centres and the district centres and between the so-called independent 
settlements and the district centres? 
The average accessibility values of small centres having three, two or one 
function and of settlements without any small central function were calculated 
for each district  (Table 8). 
Considering the region average, there seem to be no significant difference 
in the accessibility value of small centres with different numbers of functions. 
However, examining accessibility values of the different districts shows a much 
bigger scattering. 
Thus the region average is suitable to show the deviation, however, no 
significant conclusions can be drawn. It means that the number of small 
central functions does not affect closeness of relations. 
Accessibility values characterizing relations between settlements without 
any small central function and their district centres are much lower than the 
same value in the previous categories and no significant deviation concerning 
the districts could be detected. This category includes mainly joined 
settlements (communities), often situated in "dead-end" position. 
It can be stated that there is not close  relation between the accessibility 
value and the functions of a settlement. Though accessibility values of 
settlements without any small central functions are lower than that of the small 
centres having three, two or one function, the values are scattered so much that 
it questions the connection, the values are scattered so much that it questions 
the relation between functions and accessibility values. It is not the number of 
the administrative functions of the small centres that are decisive concerning 
accessibility between district centres and them. It much more depends on 
the distance from a city or an attractive centre providing many jobs  and the 
location in the communication network. Some special functions may also affect 
the accessibility value of a settlement, e.g. tourism, convalescence holidays. 
Small centres must have a good access to their district centres but it is 
more important to have a good connection with settlements of their micro- 

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Szörényiné Kukorelli, Irén: Role of Accessibility in Development and Functioning of Settlemets. 
Pécs: Centre for Regional Studies, 1990. 34 p. 
Discussion Papers, No. 8.
20 
zones. If there is no good accessibility between a small centre and communities 
of its micro-zone their relation becomes formal and will not work. 
The access to small centres from the other communities of zones was 
studied  (Table 9).  The centres were classified according to the number of their 
functions. Here the five-minute time intervals (isochrones) were used, thus 
the accessibility value can not be directly compared with the previous values. 
However, they carry valuable information. Regional averages of accessibility 
of small centres with three, two or one function are almost the same. 
In order to determine the importance of each function from the view-
point of accessibility from the settlements of micro-zone, further investigation 
was needed. Accessibilities to administration centres, settlements with health 
centre and primary school centres were analyzed in case of each district. 
The settlements were classified into accessibility categories introduced at the 
beginning of this chapter. 
1. Accessibility of administration (council) centres from their 
joined communities 
Centralization of council network initiated partnership among settlements. 
Thus the residents of the so-called joined settlements (communities) have 
to travel to the centre of the joint local council in order to arrange any 
administrative problem even of first instance. It needs communication.  Table 
10  shows the distribution of population in percentage in every accessibility 
category that is it shows the accessibility and travel conditions of the people of 
joined settlements to the administration (council) centre. As the distribution 
is indicated in percentage, the districts having more or fewer inhabitants are of 
the same importance, though a high percentage might stand for only one or two 
settlements. 30% of the population of joined settlements in the region gets into 
the "excellent" accessibility category and 75% live in settlements figuring in the 
first three categories. The "not good" category includes 12% of the population 
that is altogether 21,980 persons. It's a high number as it represents a loose 
connection between joined settlements and the administration centres of first 
instance. In certain zones categories 4 and 5 are the dominating ones compared 
with the average. In the region a not acceptable accessibility characterizes the 
zones (districts) of  Tapolca, Szentgotthard, Karrnend  and  Mosoninagyarovcir. 
In these areas more than 30% of population gets into the "still acceptable" 

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Szörényiné Kukorelli, Irén: Role of Accessibility in Development and Functioning of Settlemets. 
Pécs: Centre for Regional Studies, 1990. 34 p. 
Discussion Papers, No. 8.
21 
and "not good" accessibility categories. 
2. Accessibility of local health centres 
System of local health centres and the network of their (joined) settlements 
were set up earlier than administrative centralization occurred. That's why 
it is possible to find quite a different territorial division in the two types of 
centres. In many cases it could be explained by traditions, former system of 
local health officers or economic point of views. Communication was of second 
importance. 
Because of a lower rate of centralization the majority of population gets 
into the more favourable accessibility categories  (Table 11).  It is heartening 
that 33% of the population of the joined settlements gets into the "excellent" 
accessibility category while only about 7% figures in the fifth category. Though 
the above ratio is favorable low, however, it refers to 11,331 people. There are 
altogether 4 joined settlements in the region which have no public transport 
connection with their health centres. This lack of connection makes formal 
not only the relation between a centre and its joined settlements but also 
the function itself. Though it must be remarked that joined settlements also 
have health service locally in some definite surgery hours, however, in case of 
emergency direct access would be very important. 
3. Accessibility of primary school centres 
According to the primary school centralization programme of the 70's 
primary school centres were established. Together with the centralization new 
transport demands for children of 6-14 occurred. 
Apart from health centre system, primary school centres and administra-
tion centres are almost the same. It may explain an almost similar accessibility 
of the two types of centres. In both cases 74 — 75% of the population gets into 
the first three accessibility categories. The settlements getting into the "not 
good" category, however, must have a different evaluation when analyzing ed-
ucational function (see  Table 12).  There are some joined settlements with bad 
connection or without it, but they have branch for first four classes of primary 
school locally. Thus no daily transport service is needed for the pupils. 

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Szörényiné Kukorelli, Irén: Role of Accessibility in Development and Functioning of Settlemets. 
Pécs: Centre for Regional Studies, 1990. 34 p. 
Discussion Papers, No. 8.
22 
The primary school centre system can be regarded as favourable not only 
because 74% of the population gets into the first three accessibility categories 
but also both school bus departure and running time are good. The average 
running time is 10 minutes, and time of departure is mainly after ,7 o'clock. 
These values refer partly to road density, partly to a low number of settlements 
in "dead-end" position. The average 1.5-3 km and the 5-10 minute running 
time to school centres is not more than the average running time spent on 
means of public transport in bigger towns. 
In spite of a favourable accessibility, communication between small centres 
and the other settlement should be improved since there are still thousands of 
people living in settlements classified into "still acceptable" or "not good" 
accessibility categories. However, the transport line system can not be 
enlarged in the former way as the profit-oriented transport companies can 
not increase but on the contrary, decrease the number of line-pairs recently. 
In my opinion it is not an improvement but a basic change that public 
transport service of small centres demands. Buses with great seating capacity 
should be changed for microbuses capable to carry fewer passengers but to run 
at a higher frequency between the small centres and their joined settlements, 
taking into account local demand. The route could touch certain service points 
thus eliminating the present practice of main road transport. These vehicles 
could be run either by the council or the co-operative or any production or 
service company of even a private entrepreneurship. 
AN ATTEMPT TO MEASURE SOCIAL DIMENSION OF ACCESSIBILITY 
According to the accessibility model, social, dimension measurements 
always concern the communication of a population -stratum carried out in 
order to perform an activity. In this chapter the place of activity is the  working 
place  and the population stratum is the active wage-earners. I 11-ink that the 
present changes in economic structure of Hungary make this investigation 
even more up-to-date since suspension and creation of new jobs affecting 
their accessibility  is  present everywhere. The importance of this analysis  is 
underlined by the fact that 30% of the employees in this region are commuters. 
For the analysis the  attraction accessibility measuring procedure 
-
introduced 
in the first chapter was used. The complexity of the method guarantees 
the complexity of the result since not only  the settlements'  location in the 

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Szörényiné Kukorelli, Irén: Role of Accessibility in Development and Functioning of Settlemets. 
Pécs: Centre for Regional Studies, 1990. 34 p. 
Discussion Papers, No. 8.
23 
region (e.g. their distance from the centre) and their mass (that is usnally 
the population) but also the attraction force characterizing the settlements 
was taken into account. The attraction force of different settlements may 
enlighten their importance from the view-point of working place accessibility 
thus determining not only the centre's attraction force but also the effect of 
each settlement in the network. So the model provides a variation of the multi-
variable demand and supply methods in order to make the processes taking 
place in the region understandable and at the same time to be used to solve 
regional planning problems. 
Returning to the definite task undertaken, the  distance function dk,i  for 
the settlement network represented by partial graph S (this function includes 
running time to and from different settlements) and the  flow function  lk,j 
representing the number of commuters from the settlements to the towns were 
defined. With the help of the above two functions the so-called power function 
p(d)  could be set up having characteristics introduced in the theoretical 
chapter. The power function was defined for two periods (1970 and 1980) 
concerning daily manpower flow between the centres and their zones. The 
function gives a picture of commuting rate between a centre and its zone and 
of commuting rules. From the function of type p =  ekd  the value of  k  was 
estimated as described in the first chapter. This value is different for the two 
periods thus showing the changes of commuting rules in the gravity zones. 
The smaller the value of  k  the more straight the connected exponential 
curve is but if the value of  k  is increasing, the exponential curve gets closer to 
the horizontal time axis. What does it mean? 
If the value of  k  is small enough that is the curve does not leap to the 
horizontal axis than the centre has a significant effect on  other settlements, 
commuting is rather important and territorially  wide-spread. It can be 
explained by the considerable extension of the zone (district)  and — as a 
rule — the loose connection between a centre and its joined settlements.  The 
other reason is the great number of commuters of active  wage-earners in the 
settlements. 
On the contrary, in case of a high k value the curve has a quick  leap to the 
axis which means that the centre draws manpower from a  smaller zone. Its 
reasons can be the following: 
— there is a very good transport connection between a centre and other 
settlements either because of the short distance between them or the short 
running time; 

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Szörényiné Kukorelli, Irén: Role of Accessibility in Development and Functioning of Settlemets. 
Pécs: Centre for Regional Studies, 1990. 34 p. 
Discussion Papers, No. 8.
24 
— there are  some distant settlements in the zone having a weak 
communication with  their centre but their age structure of population is grown 
old which supposes a low number  of active employees that is commuters. 
There can an even more rare case  occur when though communication from 
the settlement to a centre is weak but all  the same it is an attractive place 
with employment possibilities. In this case the number of commuters is low. 
For the measurements, the p  functions for each centres  (zones) were 
calculated but from among them only the power function of  Szentgotthdrd 
town is going to be introduced concerning  two  periods  (Figure 7). 
In 1970 there is a  k =  —0.02 exponential function when a low  number of 
commuters characterized the region which indicated a moderate commuting 
to the centre. This was basically changed by 1980 by industrialization of 
Szentgotthdrd. 
In the settlements of its zone the number of commuters 
increased and so did the ratio of active wage-earners and commuters. 
The changes in the 10-year interval were significant. The  p function of 
Szentgotthdrd  for 1980 already  shows a strong attraction of the centre 
concerning the settlements of its gravity zone. 
The next step was to define attractivities of the settlements: 
ci = wi/zi 
where wi is the number of jobs in the  j settlement. The function 
Zi  = 
Ps(dk, )hk 
k=1 
is the demand potential of the  j settlement that is the summary of the distance 
function and the number of active wage-earners. 
Here the  a,  values indicate the attractivity of settlements from the view-
points of jobs and transportation service that is the importance of the 
settlements in working place supply and their position in transport system. 
Only one more step is needed to define  accessibility functions  of the 
different settlements. For this the  weight function  introduced in the first 
chapter was applied. 
The function value calculated for each settlement can be used to measure 
accessibility. In its complexity it is suitable to characterize the settlements' 
position in public transport service, their attractivity concerning working place 
demand and supply and — as a most important factor — it refers to the 

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Szörényiné Kukorelli, Irén: Role of Accessibility in Development and Functioning of Settlemets. 
Pécs: Centre for Regional Studies, 1990. 34 p. 
Discussion Papers, No. 8.
25 
settlements' position in their zones that is the kind of  attractions present 
in the centres. Thus the accessibility function value  does not characterize a 
settlement in isolation but takes into account its position in  the zone together 
with its advantages and disadvantages of this position. 
On the basis of the function values the settlements were classified into 7 
categories as follows: 
Type 1 
0 < 
<  0.3 
Type 2 
0.3  <  A  <  0.6 
Type 3 
0.6  < 
<  0.8 
Type 4 
0.8  < ft   <  1.0 
Type 5 
1.0  <  A  <  1.2 
Type 6 
1.2  < 
<  2.0 
Type? 
2< fi 
In Type  .1  the settlements are remote from their centre and the transport 
connection is very loose. Mostly tiny villages belong here where the number 
of active wage-earners is very low and almost no jobs are available. 
In Type 2 there is a more frequent transport service between the settlements 
and their centre or the distance between them is not so big. Although these 
are small settlements but the number of active wage-earners is higher and a 
partial employment is provided locally. 
Type .9 is an average type where accessibility between the centres and their 
joined settlements is also average. The effect of the centre is smaller than that 
of an agglomeration zone though the presence of employment possibilities is 
observable. 
In Type  4  the settlements may be divided into two groups. The ones in 
group 1 belong to the agglomeration ring of a centre — in case the centre 
is a big town settlements of this group are located in the external ring of 
agglomeration while in case of a smaller attraction force of the centre this 
group includes the settlements in the direct neighbourhood of the centre. 
Group 2 includes the settlements remote from their centre but all the same 
having an attraction force of their own or located in  easy  reach of a settlement 
provided with attractive forces and thus affecting their agglomeration and 
making use of the manpower supply present. 
Type 5 — similarly to Type 3 —  it is also an average type. It contains 
two groups as well. The first concerns settlements located in the inner 
agglomeration of a big town having a good position because of a good service 
and attraction force. In the second group we can find settlements having 

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Szörényiné Kukorelli, Irén: Role of Accessibility in Development and Functioning of Settlemets. 
Pécs: Centre for Regional Studies, 1990. 34 p. 
Discussion Papers, No. 8.
26 
their own attractive force including high employment possibilities not only for 
themselves but also for the settlements of their gravity zones. 
Towns exercising a significant influence on their zone belong to  Type 6. 
Type 7  is a special type though not an extension of Type I. Though the 
function value is the highest, it is characteristic of small towns located in the 
neighbourhood of big towns and existing under their influence. Their high 
function value can be explained by the neighbourhood of a big town with 
several attractive functions. 
Figure 8  shows the regional distribution of the seven categories. The figure 
indicates the advantageous and disadvantageous areas from the view-point of 
employment place accessibility. According to the figure it seems trivial that 
this accessibility is good in the zones of centres with higher attraction, in other 
words labour force demand and supply meet each other, supported by a good 
transport connection. 
However, there are centres, towns without significant attraction force for 
their neighbouring settlements. In this case it is not the transport connection 
to be blamed but the shortage in employment possibilities. 
As a final step of the procedure the  accessibility distribution function  was 
defined for the different zones in the periods of 1970 and 1980. Taking 
the active wage-earners of the districts for 100%, the functions show the 
accessibility function value belonging to the active wage-earners proportion 
of the zones. All the 21 distribution functions could be characterized by a 
decreasing accessibility in 1980. How could it be explained? As transport line 
system between 1970 and 1980 could not significantly change the main reason 
can be found in change of regional distribution of working places. 
The basic data show that the number of places of work in each town 
studied in 1970 and 1980 increased while in villages it decreased resulting 
in a longer travelling time necessary to reach working place. Consequently, 
accessibility rate for the individual became worse. This is characteristic of 
each zone though the distribution functions of the settlements are different 
with some similarities. 
In the zones where most of the working places can be found in the centre 
and the other settlements are not really attractive with a low accessibility the 
curves have a steep growth after a stagnation. In this kind of zones accessibility 
is very low for 50 — 60%, maybe 75% of the active wage-earners. 
Another type of distribution functions characterizes zones having a 
somewhat 'better accessibility for a small part of active wage-earners living 

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Szörényiné Kukorelli, Irén: Role of Accessibility in Development and Functioning of Settlemets. 
Pécs: Centre for Regional Studies, 1990. 34 p. 
Discussion Papers, No. 8.
27 
in the rural areas. Accessibility here is continuously improving.  These zones 
can  be described as having a more balanced working place  distribution between 
the  centre and the other settlements. 
After completing the analysis two questions arise. How could  the access to 
working place be improved? How does a changing location of places  of work 
affect accessibility? 
The two questions can be answered together. If the number of working 
places increases in the rural areas accessibility will improve in the zone as a 
whole. 
The method used in the present study could be applied to solve the problem 
of accessibility in  case  of studying different strata of active wage-earners  e.g. 
taking into account qualification structure or sectoral structure of  population. 
As the method is suitable to measure the social side of accessibility in 
general it could be adapted to measure accessibility concerning other activities 
such as health service, trade service or education as well. Both the adaptation 
of the method and the study of the activities enlisted above need further 
investigation. 
SUMMARY AND CONCLUSIONS 
On the basis of the results of the methods it seems to  be suitable to study 
the communication system among settlements. Investigating accessibility from 
different aspects supports a many-sided approach to accessibility on different 
levels. The accessibility studies were carried out according to settlement 
network hierarchy. 
Thus the first step was to define accessibility of centres (towns) among 
each others. In the second step the service conditions between district centres 
and the other settlements were studied. The third step was to introduce 
accessibility characterizing small centres and their joined communities, in 
correspondence with the hierarchy level. 
In this region — but probably in the whole country — accessibility could 
hardly affect directly the functioning of the centres since these functions are 
artificially controlled and defined in advance. A good accessibility does not 
strengthen the functions, however, its insufficiency does weaken them. 
Transport management of the present gives priority to accessibility of 
places of work in the towns while the other functions are restricted to basic 

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Szörényiné Kukorelli, Irén: Role of Accessibility in Development and Functioning of Settlemets. 
Pécs: Centre for Regional Studies, 1990. 34 p. 
Discussion Papers, No. 8.
28 
provision. The decreasing number of places of employment in industry (that 
is less commuting) lessens the number of line-pairs between a centre and the 
other settlements thus undermining physical access to a settlement. This 
tendency can be observed from the beginning of the 80's. With a declining 
public transport the connection between centres and the other settlements is 
getting worse. In order to stop the present decline and at the same time have 
a profitable fleet of vehicles a new type of transport management is needed. 
A big town, a small town and a small centre need different types of transport 
thus the uniform system existing nowadays should be transformed. 
The probable decrease in the number of places of work in the centres, 
the increased part-time employment in small centres and settlements require 
a more up-to-date transport connections. Buses capable of carrying many 
passengers at a time could provide an uneconomic service only. Instead it 
seems profitable to run buses with small seating capacity between the small 
centres and their joined settlements. This service could be operated either 
by the local council or the co-operative or any other enterprise, including 
private entrepreneurship as well. Thus a higher number of lines that is better 
communication could be obtained. This would support the development of real 
functional areas in the rural regions. Local management, local initiatives could 
meet real local demands which could establish good functioning conditions for 
the small centres in an advantageous way. 

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Szörényiné Kukorelli, Irén: Role of Accessibility in Development and Functioning of Settlemets. 
Pécs: Centre for Regional Studies, 1990. 34 p. 
Discussion Papers, No. 8.
29 
NOTES 
1 GOULD,P (1969). p. 64. 
2  HAGERSTRAND,T. 1974. 
3  TAFFEE, E.J. — GOUTHIER, H.L. 1973. 
4 GARRISON, W.L. 1960. 
5 MURACO, W.A. 1972 
6  PALFALVI, J. — SCHWERTNER, J. 1980. 
7  ERDOSI, F. 1980, 1983. 
8  HAGERSTRAND, T. 1974. 
9  INGRAM, D.R. 1971. 
10  MOSELEY, M.J. 1979. 
11  OBERG, S. 1976. 
12 LENNTORP, B. 1976. 
13  DOMANSKI, R. (1980). p. 13. 
14  ZIMPEL, H. 1958. 
15  The so-called district of town was an administrative unit between the local and 
county level in the last period (up to the end of 1990) of the former three-level 
System of regional  administration  in Hungary. It consisted of a district centre 
(town) and some dozens other settlements (communities) around the centre (see 
HAJDO, Z. 1987.). 
16  WEIBULL, J.W. 1976. 

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Szörényiné Kukorelli, Irén: Role of Accessibility in Development and Functioning of Settlemets. 
Pécs: Centre for Regional Studies, 1990. 34 p. 
Discussion Papers, No. 8.
30 
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Pécs: Centre for Regional Studies, 1990. 34 p. 
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Szörényiné Kukorelli, Irén: Role of Accessibility in Development and Functioning of Settlemets. 
Pécs: Centre for Regional Studies, 1990. 34 p. 
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Szörényiné Kukorelli, Irén: Role of Accessibility in Development and Functioning of Settlemets. 
Pécs: Centre for Regional Studies, 1990. 34 p. 
Discussion Papers, No. 8.

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Szörényiné Kukorelli, Irén: Role of Accessibility in Development and Functioning of Settlemets. 
Pécs: Centre for Regional Studies, 1990. 34 p. 
Discussion Papers, No. 8.
'FABLES AND FIGURES 

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Szörényiné Kukorelli, Irén: Role of Accessibility in Development and Functioning of Settlemets. 
Pécs: Centre for Regional Studies, 1990. 34 p. 
Discussion Papers, No. 8.
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Szörényiné Kukorelli, Irén: Role of Accessibility in 
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Pécs: Centre for Regional Studies, 1990. 34 p. 
Discussion Papers, No. 8.
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Szörényiné Kukorelli, Irén: Role of Accessibility in Development and Functioning of Settlemets. 
Pécs: Centre for Regional Studies, 1990. 34 p. 
Discussion Papers, No. 8.
Table 3 
Accessibility categories of centres by the algorithm 
Centres with accessibility 
excellent 
not good 
good 
average 
weak 
a > 8 
8>a>5.5 
5.5>a>3 
3>a>2 
2 > a 
Veszprim 
Zirc 
Csorna 
Vasvir 
Szentgotthard 
Balatonalmgdi 
Sirvir 
Mosonmagyardvar 
Virpalota 
Kapuvar 
Tapolca 
Balatonfiired 
Celld6molk 
Siimeg 
Szombathely 
KOrmend 
Gy& 
Ajka 
Papa 
Kffszeg 
Sopron 
Table 4 
Categories of the gravity zones (districts) of the centres 
by average accessibility value 
Gravity zones (districts) of the centres in category 
2 
3 
4 
5 
1>a>0.6 
0.6 > 1 >0.47 
0.46> a > 0.37 
0.37 ka 
Varpalota(1.01) 
Szombathely (0.82)  Gyffr (0.59) 
Sopron (0.45) 
Ajka (0.37) 
B.almadi (0.73) 
Kapuvar (0.54) 
Sarvir (0.43) 
Csorna (0.34) 
B.fiired (0.68) 
Siimeg (033) 
Kefszeg (0.42) 
Zirc (0.32) 
Veszpram (0.66) 
Celldomolk (0.49) 
M.6var (0.41) 
Kormend (0.29) 
Tapolca (0.65) 
Vasvar (0.39) 
Papa (0.62) 
Sz.gotthard (0.38) 

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Szörényiné Kukorelli, Irén: Role of Accessibility in Development and Functioning of Settlemets. 
Pécs: Centre for Regional Studies, 1990. 34 p. 
Discussion Papers, No. 8.
Table 5 
Distribution of population by the time-categories 
in the districts in 1985 
(%) 
Category 
Centres 
1 
2 
3 
4 
5 
Total 
t<15' 
16'<t<30' 
31'<t<45' 
46'<t<60' 
60'<t 
Gyc5r 
4.8 
593 
25.2 
103 
- 
100.0 
Sopron 
9.7 
24.3 
32.8 
20.3 
12.9 
100.0 
Mosonmagyar6var 15.4 
67.4 
13.7 
33 
100.0 
Kapuvir 
39.9 
24.1 
293 
63 
100.0 
Csorna 
17.9 
41.4 
15.2 
173 
8.0 
100.0 
Ki5szeg 
19.4 
55.8 
24.8 
- 
- 
100.0 
Szombathely 
44.9 
36.0 
9.9 
7.8 
1.4 
100.0 
Sarvir 
31.0 
32.9 
13.2 
20.6 
2.3 
100.0 
CelldomOlk 
37.7 
38.8 
22.2 
- 
1.3 
100.0 
Vasvar 
65.1 
19.8 
11.2 
3.9 
- 
100.0 
Kormend 
21.7 
37.0 
9.5 
16.2 
15.6 
100.0 
Szentgotthard 
38.4 
50.6 
10.8 
- 
0.2 
100.0 
Papa 
24.7 
47.8 
24.3 
3.2 
- 
100.0 
Zirc 
14.9 
33.0 
303 
10.7 
10.9 
100.0 
Ajka 
27.0 
36.1 
15.9 
4.9 
16.1 
100.0 
Siimeg 
62.8 
233 
9.6 
4.1 
100.0 
Tapolca 
38.0 
33.4 
23.4 
5.2 
100.0 
Veszprim 
38.3 
45.3 
16.4 
- 
100.0 
Balatonfiired 
51.1 
29.1 
2.4 
5.8 
11.6 
100.0 
Balatonalmadi 
65.3 
24.1 
- 
10.6 
100.0 
Varpalota 
87.6 
9.7 
2.7 
- 
100.0 
Region total 
27.6 
403 
19.1 
8.6 
4.2 
100.0 

---

Szörényiné Kukorelli, Irén: Role of Accessibility in Development and Functioning of Settlemets. 
Pécs: Centre for Regional Studies, 1990. 34 p. 
Discussion Papers, No. 8.
Table 6 
Average accessibility value of the centres 
Centres 
Accessibility of the 
districts 
actual gravity zones 
Gy6r 
0.59 
0.62 
Sopron 
0.45 
0.48 
Mosonmagyarovir 
0.41 
0.41 
Kapuvtir 
0.54 
036 
Csorna 
0.34 
0.37 
Kelszeg 
0.42 
0.40 
Szombathely 
0.82 
0.81 
Sirvar 
0.43 
0.44 
Cellclamolk 
0.49 
0.46 
Vasvir 
0.39 
0.39 
KOrmend 
0.29 
0.31 
SzentgotthArd 
0.38 
0.34 
Papa 
0.62 
039 
Zirc 
0.32 
0.35 
Ajka 
0.37 
0.44 
Siimeg 
0.53 
0.53 
Tapolca 
0.65 
0.65 
Veszprem 
0.66 
0.64 
Salatonfiired 
0.68 
0.99 
Balatonalmgcli 
0.73 
0.73 
Virpalota 
1.01 
1.20 

---

Szörényiné Kukorelli, Irén: Role of Accessibility in Development and Functioning of Settlemets. 
Pécs: Centre for Regional Studies, 1990. 34 p. 
Discussion Papers, No. 8.
Table 7 
Distribution of population by the time-categories 
in the actual gravity zones in 1985 
(%) 
Category 
Centres 
1 
2 
3 
4 
5 
Total 
t<15' 
16'<t<30' 
31'<t<45' 
46'<t<60' 
60'<t 
Gydr 
4.6 
56.7 
24.1 
14.6 
100.0 
Sopron 
10.4 
26.1 
35.2 
18.4 
9.9 
100.0 
Mosonmagyardvar 15.5 
67.4 
13.7 
3.4 
100.0 
Kapuvir 
39.9 
24.1 
29.5 
63 
100.0 
Csorna 
20.3 
46.9 
17.2 
15.6 
100.0 
Kdszeg 
25.0 
72.3 
2.7 
100.0 
Szombathely 
37.8 
42.2 
12.3 
6.6 
1.1 
100.0 
Sgrvir 
34.6 
25.9 
15.0 
22.8 
1.7 
100.0 
Celldomblk 
34.3 
35.2 
29.3 
1.2 
100.0 
Vasvar 
65.0 
19.9 
11.2 
3.9 
100.0 
Kormend 
23.2 
39.3 
10.0 
17.2 
10.3 
100.0 
Szentgotthird 
33.0 
533 
9.2 
4.3 
100.0 
Papa 
22.8 
46.8 
25.8 
3.0 
1.6 
100.0 
Zirc 
16.1 
35.7 
32.9 
113 
3.8 
100.0 
Ajka 
283 
45.1 
15.5 
13 
9.4 
100.0 
Siimeg 
62.8 
233 
9.6 
4.1 
100.0 
Tapolca 
40.1 
26.7 
27.8 
5.4 
100.0 
Veszprem 
9.2 
33.3 
39.2 
133 
4.8 
100.0 
Balatonfiired 
58.6 
38.7 
2.7 
100.0 
13alatonalmidi 
71.9 
16.4 
11.7 
100.0 
Virpalota 
90.1 
9.9 
100.0 
Region total 
28.2 
40.9 
19.4 
8.9 
2.6 
100.0 

---

Szörényiné Kukorelli, Irén: Role of Accessibility in Development and Functioning of Settlemets. 
Pécs: Centre for Regional Studies, 1990. 34 p. 
Discussion Papers, No. 8.
Table 8 
Average accessibility values of small centres 
to their district centre 
Small centres with 
Settlements 
District 
3 
2 
1 
without 
centres 
functions 
functions 
Gyelr 
0.85 
0.73 
0.86 
0.46 
Mosonntaipmrovir 
0.36 
0.20 
0.45 
- 
Goma 
0.37 
1.06 
0.28 
0.23 
Kapuvir 
0.27 
0.56 
059 
Sopron 
055 
0.68 
0.25 
0.44 
lAzeg 
0.79 
0.66 
0.63 
0.30 
Szombathely 
1.31 
0.93 
1.24 
055 
Slrvdr 
0.77 
0.44 
0.44 
0.30 
Vasvir 
056 
0.61 
0.21 
0.31 
Kbrmend 
056 
052 
0.32 
0a2 
Celldbmblk 
054 
1.53 
0.66 
0.38 
Szentgottluird 
1.00 
0.47 
0.22 
0.31 
AqIca 
0.56 
0.40 
0/8 
Papa 
0.70 
1.33 
0.30 
0.53 
Sumeg 
056 
1.20 
0.14 
0.37 
Tapolca 
1.13 
0.49 
0.93 
058 
Virpalota 
1.33 
1.40 
1.11 
- 
Zirc 
052 
0.53 
0.05 
0.20 
Veszprim 
0.42 
2.30 
114 
0.46 
EtaWlonfOrecl 
1.32 
1.06 
1.26 
0.47 
Balatonahnildi 
0.83 
1.76 
0.67 
Region total 
0.7 
0.89 
0.66 
0.44 

---

Szörényiné Kukorelli, Irén: Role of Accessibility in Development and Functioning of Settlemets. 
Pécs: Centre for Regional Studies, 1990. 34 p. 
Discussion Papers, No. 8.
Table 9 
Average accessibility values of small centres 
from the settlements of their  MiCIV-ZOIUSS 
Small centres with 
Districts 
3 
2 
1 
functions 
Gydr 
1.54 
1.30 
0.91 
Mosonmagyardvir 
1.08 
0.60 
- 
C.soma 
1.28 
0.60 
0.78 
ICapuvir 
1.16 
1.67 
Sopron 
1.82 
2.07 
0.79 
Meng 
132 
030 
1.49 
Szombathely 
2.24 
1.67 
2.06 
Sitvir 
1.44 
1.87 
1.01 
Vasvir 
136 
1.07 
0.97 
KOrmend 
0.68 
0.84 
0.80 
Cellddmiilk 
0.75 
4.20 
1.80 
Szentgotthard 
0.64 
0.63 
034 
Ajka 
1.07 
0.26 
Papa 
1.09 
0.87 
1.49 
Siimeg 
3.97 
0.68 
0.34 
Tapolca 
037 
1.01 
0.80 
Viirpalota 
0.66 
0.20 
Zirc 
0.94 
0.95 
0.20 
Veszpr6m 
1.70 
6.04 
1.61 
Balatonfiired 
1.25 
0.10 
336 
Balatonalmildi 
2.70 
2.46 
Region total 
1.20 
1.43 
1.18 

---

Szörényiné Kukorelli, Irén: Role of Accessibility in Development and Functioning of Settlemets. 
Pécs: Centre for Regional Studies, 1990. 34 p. 
Discussion Papers, No. 8.
Table 10 
Distribution of population of the joined communities by the accessibility categories 
to their administrative centre (%) 
Category 
Districts 
1 
2 
3 
4 
5 
Total 
a > 1.5 
1.5>a>1 
1>a>0.5 
0.5>a>0.2 
0.2>a 
Gr5r 
16.0 
50.3 
19.4 
9.1 
5.2 
100.0 
MosonmagyanSvar 
16.1 
8.9 
41.0 
15.3 
18.7 
100.0 
Csoma 
22.4 
22.6 
35.1 
19.9 
100.0 
Kapuvar 
12.3 
4.4 
51.9 
11.1 
20.3 
100.0 
Sopron 
41.2 
16.9 
22.4 
18.1 
1.4 
100.0 
K5szeg 
46.8 
35.0 
18.2 
100.0 
Szombathely 
48.3 
22.8 
18.2 
3.8 
6.9 
100.0 
Sgrvir 
34.2 
29.9 
13.8 
16.1 
6.0 
100.0 
Vasvar 
25.2 
215 
47.3 
6.0 
100.0 
Kormend 
193 
7.2 
16.8 
24.8 
31.7 
100.0 
CelldomOlk 
26.1 
10.9 
35.6 
8.2 
19.2 
100.0 
Szentgotthiird 
17.7 
45.9 
34.2 
2.2 
100.0 
Ajka 
46.8 
10.0 
16.5 
13.8 
12.9 
100.0 
Papa 
33.9 
14.2 
22.3 
8.5 
21.1 
100.0 
Virpalota 
100.0 
100.0 
Tapolca 
14.2 
8.9 
39.2 
21.7 
16.0 
100.0 
Zirc 
8.9 
42.8 
24.6 
6.2 
17.5 
100.0 
Veszprim 
29.7 
19.9 
50.4 
100.0 
Balatonfiired 
49.0 
12.8 
20.9 
15.4 
1.9 
100.0 
Balatonalmgdi 
87.0 
13.0 
100.0 
Stimeg 
293 
233 
18.9 
21.9 
6.2 
100.0 
Region total 
29.8 
20.2 
24.8 
13.1 
12.1 
100.0 

---

Szörényiné Kukorelli, Irén: Role of Accessibility in Development and Functioning of Settlemets. 
Pécs: Centre for Regional Studies, 1990. 34 p. 
Discussion Papers, No. 8.
Table 11 
Distribution of population of the joined communities by the accessibility categories 
to their health centre (%) 
Category 
Districts 
1 
2 
3 
4 
5 
Total 
a> 1.5 
1.5>a>1 
1>a>0.5 
0.5>a>0.2 
0.2>a 
Gydr 
21.0 
34.0 
28.2 
16.8 
100.0 
Mosonmagyarovar 
40.8 
6.3 
42.1 
10.8 
100.0 
Csorna 
20.8 
24.1 
47.4 
7.7 
- 
100.0 
Kapuvar 
39.3 
5.7 
21.1 
33.9 
100.0 
Sopron 
42.5 
20.1 
9.4 
28.0 
- 
100.0 
Keiszeg 
46.8 
35.0 
- 
- 
18.2 
100.0 
Szombathely 
51.5 
15.7 
17.1 
5.2 
10.5 
100.0 
Sarvar 
39.2 
29.2 
18.1 
8.6 
4.9 
100.0 
Vasvar 
23.9 
26.2 
43.1 
6.8 
- 
100.0 
KOrmend 
28.0 
2.9 
13.4 
41.7 
14.0 
100.0 
CelldOmolk 
123 
35.3 
44.8 
5.7 
1.7 
100.0 
Szentgotthard 
24.6 
33.8 
26.5 
15.1 
100.0 
Ajka 
48.5 
10.8 
15.2 
22.2 
3.3 
100.0 
Papa 
41.5 
33.5 
11.3 
13.7 
100.0 
Siimeg 
26.0 
27.1 
29.1 
17.8 
100.0 
Tapolca 
193 
28.3 
28.3 
18.9 
5.0 
100.0 
Varpalota 
100.0 
- 
100.0 
Zirc 
9.0 
283 
52.0 
10.5 
- 
100.0 
Veszpr6m 
36.6 
34.6 
17.9 
10.9 
100.0 
Balatonfiired 
24.6 
13.7 
22.2 
26.0 
133 
100.0 
Balatonalmadi 
863 
133 
100.0 
Region total 
32.8 
18.7 
273 
14.4 
6.6 
100.0 

---

Szörényiné Kukorelli, Irén: Role of Accessibility in Development and Functioning of Settlemets. 
Pécs: Centre for Regional Studies, 1990. 34 p. 
Discussion Papers, No. 8.
Table 12 
Distribution of population of the joined communities by the accessibility categories 
to their health centre (%) 
Category 
Districts 
1 
2 
3 
4 
5 
Total 
a>1.5 
1.5>a>1 
1>a>0.5 
0.5>a>0.2 
0.2>a 
Gydr 
33.2 
45.9 
4.8 
16.1 
- 
100.0 
Mosonmagyarbvir 
20.0 
11.0 
26.6 
19.2 
23.2 
100.0 
Csorna 
24.2 
23.7 
32.9 
19.2 
100.0 
Kapuvir 
39.4 
10.0 
41.7 
- 
8.9 
100.0 
Sopron 
235 
17.8 
40.0 
18.7 
- 
100.0 
Kt5szeg 
47.3 
34.7 
8.5 
4.1 
5.4 
100.0 
Szombathely 
61.7 
26.1 
2.9 
2.1 
7.2 
100.0 
Sirvir 
35.4 
15.2 
13.1 
23.8 
12.5 
100.0 
Vasvtir 
21.4 
25.3 
493 
3.8 
100.0 
KOnnend 
16.0 
8.3 
19.3 
30.6 
25.8 
100.0 
Celldomalk 
23.3 
16.6 
35.0 
14.3 
10.8 
100.0 
Szentgotthird 
- 
9.7 
29.3 
585 
25 
100.0 
Ajka 
46.7 
10.1 
16.5 
13.8 
12.9 
100.0 
Papa 
42.0 
14.2 
18.3 
11.9 
13.6 
100.0 
Siimeg 
43.1 
14.5 
17.7 
16.2 
85 
100.0 
Tapolca 
24.3 
34.3 
325 
8.9 
100.0 
Varpalota 
- 
- 
100.0 
100.0 
Zirc 
9.7 
36.8 
40.2 
8.5 
4.8 
100.0 
Veszprem 
38.2 
25.6 
- 
36.2 
100.0 
Balatonftired 
21.3 
11.8 
19.2 
225 
25.2 
100.0 
Balatonalmadi 
67.8 
32.2 
100.0 
Region total 
32.3 
18.4 
23.3 
16.4 
9.6 
100.0 

---

Szörényiné Kukorelli, Irén: Role of Accessibility in Development and Functioning of Settlemets. 
Pécs: Centre for Regional Studies, 1990. 34 p. 
Discussion Papers, No. 8.
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Szörényiné Kukorelli, Irén: Role of Accessibility in Development and Functioning of Settlemets. 
Pécs: Centre for Regional Studies, 1990. 34 p. 
Discussion Papers, No. 8.
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Szörényiné Kukorelli, Irén: Role of Accessibility in Development and Functioning of Settlemets. 
Pécs: Centre for Regional Studies, 1990. 34 p. 
Discussion Papers, No. 8.
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Szörényiné Kukorelli, Irén: Role of Accessibility in Development and Functioning of Settlemets. 
Pécs: Centre for Regional Studies, 1990. 34 p. 
Discussion Papers, No. 8.
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Szörényiné Kukorelli, Irén: Role of Accessibility in Development and Functioning of Settlemets. 
Pécs: Centre for Regional Studies, 1990. 34 p. 
Discussion Papers, No. 8.
Figure 7 
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Szörényiné Kukorelli, Irén: Role of Accessibility in Development and Functioning of Settlemets. 
Pécs: Centre for Regional Studies, 1990. 34 p. 
Discussion Papers, No. 8.
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Szörényiné Kukorelli, Irén: Role of Accessibility in Development and Functioning of Settlemets. 
Pécs: Centre for Regional Studies, 1990. 34 p. 
Discussion Papers, No. 8.
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Szörényiné Kukorelli, Irén: Role of Accessibility in Development and Functioning of Settlemets. 
Pécs: Centre for Regional Studies, 1990. 34 p. 
Discussion Papers, No. 8.
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Discussion Papers 1990. No. 8. 
Role of Accessibility in Development and Functioning of Settlements 
The Discussion Papers series of the Centre for Regional Studies of the Hungarian 
Academy of Sciences was launched in 1986 to publish summaries of research 
findings on regional and urban development. 
The series has 3 or 4 issues a year. It will be of interest to geographers, economists, 
sociologists, experts of law and political sciences, historians and everybody else who 
is, in one way or another, engaged in the research of spatial aspects of socio-
economic development and planning. 
The series is published by the Centre for Regional Studies. 
Individual copies are available on request at the Centre. 
Postal address: 
Centre for Regional Studies of Hungarian Academy of Sciences 
P.O. Box 199, 7601 PECS 
HUNGARY 
Phone: (72) 12-755 
Fax: (72) 10-390 
Telex: 12 475 
Director general: Gyorgy ENYEDI 
Editor: Laszlo HRUBI 
* * * 
Forthcoming  in the Discussion Papers series: 
New Basis for Regional and Urban Policies in East-Central Europe 
by 
Gyorgy ENYEDI 

---

Discussion Papers 1990. No. 8. 
Role of Accessibility in Development and Functioning of Settlements 
Papers published in the Discussion Papers  series 
No. 1 OROSZ, Eva (1986): Critical Issues in the Development of Hungarian 
Public Health with Special Regard to Spatial Differences 
No.  2 
ENYEDI, Gyorgy — ZENTAI, Viola (1986): Environmental Policy in 
Hungary 
No. 3 
HAJDU, Zoltan (1987): Administrative Division and Administrative 
Geography in Hungary 
No. 4 
SIKOS T., Maids (1987): Investigations of Social Infrastructure in Rural 
Settlements of Borsod County 
No. 5 HORVATH, Gyula (1987): Development of the Regional Management of 
the Economy in East-Central Europe 
No. 6 PALNE KOVACS, Ilona (1988): Chance of Local Independence in 
Hungary 
No. 7 FARAGO, Laszlo — HRUBI, Laszlo (1988): Development Possibilities of 
Backward Areas in Hungary 

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