Vance Model of Transport

James E. Vance propounded the model of transport development based on the historical propagation of mercantilism in his book The Merchant’s World: The Geography of Wholesaling (1970). Vance model of transport originated as a reaction to Christaller’s Central Place Theory which aims to explain pattern of settlements and transport in a universally stagnant manner. This means that the Christaller’s theory ignores the evolution of transport networks and settlements through time. It offers a constant explanation for each and every region and at all times. His model believes in local self-sufficiency through retail trade. Contrarily, Vance’s model of mercantilism considers history as a major factor in explaining spread of transport network and new settlements through wholesaling trade.

Basic Idea of Vance’s Model of Transport

The basic idea behind this model is that the transport networks spread after the end of local self-sufficiency and beginning of mercantilism.

• The local self-sufficiency refers to a situation in which the settlement produces sufficient goods for their consumption and does not have demand for external goods. Therefore, no trade takes place between various settlements and regions.
• This model argues that the trade between regions begin only after the endogenic change among the people of a settlement. The endogenic change refers to the increase in production of different types of goods and services as a result of entrepreneurship through technological, cultural or political change.
• Further, the wholesaling of products begins when there is geographical separation between centers of production and centers of demand. The geographical separation necessitates development of transport links. Once the trade starts, the spread of transport networks also begins.

Stages of Vance Model of Transport Development

Vance explained his model of expansion of transport links and growth of urban hierarchy across North America in five stages.

Stage 1: Exploration Phase of Mercantilism

In the first stage, the accumulation of wealth takes place in Europe as a result of industrial revolution.

• The fast growing industries exhausts the local resources, therefore a need for exploration of new resources is felt. Hence, the navigators, geographers and merchants go out of their regions for search of new markets and sources of raw materials.
• The explorers send back new information about location of new markets and sources of raw materials.
• No external trade takes place in this stage.
• There is lack of transport links between different settlements (Fig. 1) in metropolis (European settlements).

  

Stage 2: Harvesting Local Resources in Colonies

Once the transport link is established, the producers migrate to new locations and establish their colonies. For example, the Europeans migrated to North America and established colonies on the eastern coast.

• They begin to export the raw materials such as timber, fur, wood etc. from the colonies to the metropolis . This trade is one way. This stage represents beginning of wholesaling of products.
• The transport links between different settlements in metropolis starts to develop. There is lack of internal transport links in the colonies.
• The economic activities at key coastal city in metropolis starts to grow resulting in increase in its size (Fig. 2).

  

Stage 3: Two-way Trade

In the third stage, the two way trade starts. The metropolis imports raw material and export manufactured products from and to the colonies, respectively.

• The producers establish permanent settlements along the coast.
• The colonists develop linear transport routes along the coasts connecting various colonies and towards the interior for exploitation of resources.
• In total, the transport routes are focused on external trade through a key point of attachment.
• In the metropolis, the interior cities, along the key transport route, also experience economic growth (Fig. 3).

  

Stage 4: Localized Internal Trade

This is the stage of fast growing industrial centers in the metropolis and localized manufacturing & internal trade in colonies.

• The point of attachment assumes an independent role however the trade relationship remains strong.
• The competition among different colonies leads to growth and strengthening of transport links between colonies. The transport links grow further towards interiors.
• Many interior production centers in the colonies along the transport links also starts to assume economic importance.
• Correspondingly, the urban centers of metropolis experience rapid industrial growth.

  

Stage 5: Extensive Transport Development

In this stage, the urban system in the colonies matches the urban system of metropolis in terms of economic activity and urbanization.

• The transport links among colonies and city centers of metropolis strengthens, further.
• Eventually, transport network in colonies matches the transport network in the metropolis.

  

Relevance of Vance Model of Transport and Mercantilism

Vance’s model of transport development through various stages of mercantilism is based on the historical account of development of trade relations between Europe and North America.

• This model is similar to Taaffe et. al. Model of Transport Development in explaining the expansion of transport network in a colony. However, Taaffe’s model does not explain the source of force which leads to growth of transport network in the colony.
• Contrarily, Vance explains the endogenic change in a population as driving force for establishment of mercantilism. In historical sense, this model is realistic and more practical.
• The key development of transport networks in underdeveloped countries took place after the arrival of imperial traders. They established key coastal ports for trade and built road network towards the interiors for exploitation of resources.
• However, the history of all regions is not same. The North American experience was replicated in New Zealand and Australia, only.
• Whereas, in countries like India, the model applies, partially. For instance, India, already, had an extensive network of internal trade routes before the arrival of Britishers. It had established strong trade relations with other countries, too.

Conclusion

In short, Vance’s model is more flexible than the static models like Central Place Theory because it does not rely on fixed pattern of urban growth and transport linkages. It explains the change in international trade order as a powerful nation shifts from localized self-sufficient retailing economy to a entrepreneurial mercantile wholesaling economy. This model puts the urban growth in newly explored regions in a historical and political-economy perspective. Despite the advantages of this model, it is more relevant in explanation of trade network in those countries which did not have any advanced civilization.