Model of Transport Development by Taaffe, Morril and Gould

Ideal-Typical Sequence Model of Transport Development is an abstract explanation of sequence of various stages of development of transport network in underdeveloped countries. This model of transport development was given by Edward J. Taaffe, Richard L. Morril and Peter R. Gould in 1963 in their paper titled Transport Development in Underdeveloped Countries: A Comparative Analysis. This model of transport development by Taaffe , Morril and Gould served a key role in theoretical growth of transport geography. It is based on the evidence derived from the experience of expansion of transportation networks in Ghana and Nigeria.

Stages of Transport Development

Taaffe, Morril and Gould provided six stages of development of transport network. They consider these stages ideal and sequential.

Stage 1: Scattered Ports

• In first stage, there are a number of small ports along the coast line (See Fig. 1-A).
• Most of the people in this stage do fishing and do not interact with other ports.
• The interaction between these ports and hinterland is also absent.
• Hence, this stage represents a form of indigenous subsistence economy.

Stage 2: Penetration Lines and Port Concentration

• In this stage, routes from some of the many  small ports start to grow towards production and mining centers in the hinterland (See Fig. 1-B).
• The development of these routes is cheaper from and to some ports than the others due to geographical ease or other externalities. Therefore the development of transport networks is uneven.
• As a result of growth of these routes, the process of port concentration starts (See port P1 and P2 in Fig. 1-B). The economic activities in these ports start to grow faster than the rest.

Stage 3: Development of Feeders

• As a consequence of port concentration at P1 and P2, hinterland piracy takes place (See Fig. 1-C).
• Hinterland piracy refer to the process through which major ports capture the economic importance of other ports due to availability of better transport networks.

Stage 4: Beginning of Interconnection

• Many intermediate nodes also develop along the main feeder routes to the hinterland centers (See Fig. 1-D). These nodes act as centers which provide services such as temporary storage, refueling, repairs, inns, hotels etc. to the transporters.
• As the interaction between hinterland centers and ports continues to grow, economic activities start to agglomerate in the hinterland centers, also (See I1 & I2 Fig. 1-D).
• Consequently, the intermediate center, N1 and N2, also start to grow and help in lateral expansion of transport routes. This process, further, accelerates the process of hinterland piracy by capturing the hinterland of other nodes on another feeder routes.

Stage 5: Complete Interconnection

• In this stage, the transport network between main ports, nodes and hinterland centers develops leading to better interlinkage.
• For instance in Fig.1-E, the nodes (N1 and N2) of both feeder routes is connected to interior centers as well as the major ports through diagonal and lateral transport networks.
• This process of interlinkage should continue until most of the nodes, ports and hinterland centers are connected.

Stage 6: Emergence of High Priority Main Streets

• This stage represents the development of broad highways and trunk-line roads between largest of the ports and inland centers.
• The emergence of such high priority main roads and streets leads to greater economic activities at the largest of the ports leading to agglomeration of economic activities in these centers.

Evaluation of Taaffe’s Model of Transport Development

This model envelops the elements of Growth Pole Theory, Cumulative Causation Theory and Rostow’s theory of economic development. In this model, the transport development follows a deterministic and teleological approach where once the process of transport development starts, it follows determined stages in fixed sequence to a final goal.

• This model believes that the trading from coastal port is a trigger for the process of transport development.
• In this context, it should be noted that this model views the transport development from a colonial and imperialistic viewpoint.
• During imperialism, the imperialist nations set up trading ports, built feeders towards inland centers for exploitation of resources. This process has been well explained by Dadabhai Naoroji in his book titled Poverty and Un-British Rule in India.
• In this sense, this model may explain the development of transportation in colonies of the imperialist nations.

Political-Economic Determinants of Transport Development

As discussed above, this model is deterministic in nature. However, the development of transport network is not only an economic process but is linked to political economy of a nation. The development of transport networks depends on:

1. National Security: Countries try to link the border areas with the main economic centers via special roads for national security. For instance, the China and India have constructed special roads towards Ladakh to protect their national interest.
2. Pressure Group Politics: Some groups and communities organize themselves, politically, to pressurize politicians to build roads in their areas irrespective of economic rationale.
3. To reduce spatial inequality: The government builds special road networks to reduce regional and spatial inequality.
4. To reduce impact of disasters: The government also builds road network to reduce the impact of droughts, famine and other disasters on isolated locations. The roads enable faster supply of food, water and other provisions to these locations.
5. Innovations: Innovations in certain centers make them more attractive to economic activities, therefore, relative importance of different centers changes leading to disruption in the process of transport development.
6. Environmental Laws: Environmental laws, tribal rights and other ethical factors determines the direction and length of roads. For instance, it is not easy to get environmental clearance for building roads in the national parks and other protected areas.
7. Geographical Factors: Geographical factors such as mountain barriers, rivers, passes, depth of sea ports etc. also determines the relative importance of certain ports.

Conclusion

In conclusion, we can argue that Taaffe’s model of transport development explains the development of transport network in those countries and regions which were under colonial rule. Further, this model applies better in those nations where the coastal port is primate, serves as growth pole and is export oriented. In such countries, the economic rationale overpowers political systems. In most other underdeveloped countries with independent economic and foreign policy, this process of transport development is not continuous, sequential or ideal.