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Himalayan Mobilities: An Exploration of the Impact of Expanding Rural Road Networks on Social and Ecological Systems in the Nepalese Himalaya
The goals of this book are to update information on the effects of rural road development, both in Nepal and globally, explain the environmental, socioeconomic, and sociocultural impacts of expanding rural road networks in the Nepalese Himalaya, and to promote further studies on rural road development throughout the world based on studies and investigations performed in Nepal. Readers will learn about the history of rural road development, as well as the challenges to effectively design and construct rural roads and how these obstacles may be overcome.
Chapter one offers a global review of road development, and both the positive and negative impacts of rural road implementation. Chapter two defines mobilities within the context of coupled social and ecological systems, specifically in the Nepalese Himalaya. Chapters three through five detail the environmental, socioeconomic, and sociocultural impacts expanding rural road networks through several case studies. The concluding chapter summarizes the findings of the book, discussing the need for interdisciplinary cooperation and collaboration to avoid negative consequences. This book will be of interest to teachers, researchers, policy makers, and development organizations.
Chapter one offers a global review of road development, and both the positive and negative impacts of rural road implementation. Chapter two defines mobilities within the context of coupled social and ecological systems, specifically in the Nepalese Himalaya. Chapters three through five detail the environmental, socioeconomic, and sociocultural impacts expanding rural road networks through several case studies. The concluding chapter summarizes the findings of the book, discussing the need for interdisciplinary cooperation and collaboration to avoid negative consequences. This book will be of interest to teachers, researchers, policy makers, and development organizations.
181 pages, Paperback
Published June 30, 2017
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July 10, 2020
Part I Roads and Transportation
Chapter 1 A Global Review of Road Development
Before this period [pre-industrial revolution], a road referred to any corridor used for movement of humans and animals. In essence, roads are trails that have evolved to accommodate larger numbers of people, animals, and wheeled, often motorized, vehicles (Lay 1992).
The history of roads predates the invention of the wheel. Roads or tracks developed as humans and animals traversed routes that led to food, water, shelter, and other humans and animals. As certain routes became more heavily used they were widened and improved making them more permanent tracks
Early transport of goods was done either on the backs of animals or humans. As humans began using animals as beasts of burden the tracks became more hard packed and permanent.
By the fourth century BC the Romans had begun what would become the most methodical road network system of the ancient world, eventually extending more than 400,000 km of road throughout the Empire (Grant 1978)
Roads can have both positive and negative influences that have far ranging, unanticipated, and unintended consequences on environmental, socioeconomic, and sociocultural spheres
roads lead to socioeconomic development by increasing connectivity, which leads to cheaper transportation costs, and shorter travel times. In the case of rural mountain farmers, these benefits allow them to take advantage of better access to markets (Jacoby 2000; Richards 1984)
Part II Mobility as a Social and Ecological System
Chapter 2 Mobilities
The Mobilities Turn is different from other approaches is the emphasis to begin from a perspective of mobility rather than sedentary, of fluidity rather than fixity, and of variable rather than circumscribed.[...] The nomad moves in a space that is open, smooth, and indeterminate with roads and paths that connect the open spaces rather than delimit and close the space.
The Mobilities Turn recognizes coupled social and ecological systems and the interplay between the physical structures of mobility (roads, bridges, vehicles, etc.) and the aesthetics of the human experience, thereby linking bio/physical sciences, the humanities, and social sciences.
Another difference is that mobilities encompass multiple scales of movement and forms, from walking to global economic and labor movements. This includes the way in which these forces interact and influence each other in relation to movement, and the politics of movement.
"The nomad has a territory; he follows customary paths; he goes from one point to another; he is not ignorant of points (water points, dwelling points, assembly points, etc.). But the question is what in nomad life is a principle and what is only a consequence. To begin with, although the points determine paths, they are strictly subordinated to the paths they determine, the reverse of what happens with the sedentary. The water point is reached only in order to be left behind; every point is a relay and exists only as a relay. A path is always between two points, but the in-between has taken on all the consistency and enjoys both an autonomy and a direction of its own. The life of the nomad is the intermezzo. Even the elements of his dwelling are conceived in terms of the trajectory that is forever mobilizing them"
The nomad moves in a space that is open, smooth, and indeterminate with roads and paths that connect the open spaces rather than delimit and close the space (Deleuze and Guattari 1988).
While geophysical space is often first thought of when considering mobility, other socially constructed spaces influence how we move through geophysical space. The fact that a road has been constructed into a previously road less area does not guarantee equal access and ease of mobility along the road. Environmental and social factors can both facilitate and limit who and what is able to move along the road.
Chapter 4 Socioeconomic Impacts of Roads
In theory, the economic benefit from road development accrues from the reduction in costs of both transport and travel. [..] Roads increase the volume and speed that goods can be transported, reducing the cost of transportation and the time to marketRoads increase the volume and speed that goods can be transported, reducing the cost of transportation and the time to market.
Chapter 5 Sociocultural Impacts of Roads
Whoever controls a section of road to a large part also controls the people near the road. Gaining control of a road can be accomplished by blocking it to traffic, building a new road that connects to pre-existing roads, or by destroying bridges and sections of road. When a road is constructed virtually all the adjacent vegetation is leveled, and in some cases just beyond this zone there are either trees or hills where groups or individuals wishing to attack travellers can hide. This land use change makes roads one of the most vulnerable spaces to attack and gain control.
Conclusions
While it is often tempting to write about these valleys that are now connecting with motorable roads as remote and isolated, the history of Trans Himalayan Trade suggests that in comparison to other areas of Nepal that did not have major international trade routes these valleys were quite cosmopolitan, absorbing ideas and influences from many different cultural groups that traveled through them.
---
Fin
Chapter 1 A Global Review of Road Development
Before this period [pre-industrial revolution], a road referred to any corridor used for movement of humans and animals. In essence, roads are trails that have evolved to accommodate larger numbers of people, animals, and wheeled, often motorized, vehicles (Lay 1992).
The history of roads predates the invention of the wheel. Roads or tracks developed as humans and animals traversed routes that led to food, water, shelter, and other humans and animals. As certain routes became more heavily used they were widened and improved making them more permanent tracks
Early transport of goods was done either on the backs of animals or humans. As humans began using animals as beasts of burden the tracks became more hard packed and permanent.
By the fourth century BC the Romans had begun what would become the most methodical road network system of the ancient world, eventually extending more than 400,000 km of road throughout the Empire (Grant 1978)
Roads can have both positive and negative influences that have far ranging, unanticipated, and unintended consequences on environmental, socioeconomic, and sociocultural spheres
roads lead to socioeconomic development by increasing connectivity, which leads to cheaper transportation costs, and shorter travel times. In the case of rural mountain farmers, these benefits allow them to take advantage of better access to markets (Jacoby 2000; Richards 1984)
Part II Mobility as a Social and Ecological System
Chapter 2 Mobilities
The Mobilities Turn is different from other approaches is the emphasis to begin from a perspective of mobility rather than sedentary, of fluidity rather than fixity, and of variable rather than circumscribed.[...] The nomad moves in a space that is open, smooth, and indeterminate with roads and paths that connect the open spaces rather than delimit and close the space.
The Mobilities Turn recognizes coupled social and ecological systems and the interplay between the physical structures of mobility (roads, bridges, vehicles, etc.) and the aesthetics of the human experience, thereby linking bio/physical sciences, the humanities, and social sciences.
Another difference is that mobilities encompass multiple scales of movement and forms, from walking to global economic and labor movements. This includes the way in which these forces interact and influence each other in relation to movement, and the politics of movement.
"The nomad has a territory; he follows customary paths; he goes from one point to another; he is not ignorant of points (water points, dwelling points, assembly points, etc.). But the question is what in nomad life is a principle and what is only a consequence. To begin with, although the points determine paths, they are strictly subordinated to the paths they determine, the reverse of what happens with the sedentary. The water point is reached only in order to be left behind; every point is a relay and exists only as a relay. A path is always between two points, but the in-between has taken on all the consistency and enjoys both an autonomy and a direction of its own. The life of the nomad is the intermezzo. Even the elements of his dwelling are conceived in terms of the trajectory that is forever mobilizing them"
The nomad moves in a space that is open, smooth, and indeterminate with roads and paths that connect the open spaces rather than delimit and close the space (Deleuze and Guattari 1988).
While geophysical space is often first thought of when considering mobility, other socially constructed spaces influence how we move through geophysical space. The fact that a road has been constructed into a previously road less area does not guarantee equal access and ease of mobility along the road. Environmental and social factors can both facilitate and limit who and what is able to move along the road.
Chapter 4 Socioeconomic Impacts of Roads
In theory, the economic benefit from road development accrues from the reduction in costs of both transport and travel. [..] Roads increase the volume and speed that goods can be transported, reducing the cost of transportation and the time to marketRoads increase the volume and speed that goods can be transported, reducing the cost of transportation and the time to market.
Chapter 5 Sociocultural Impacts of Roads
Whoever controls a section of road to a large part also controls the people near the road. Gaining control of a road can be accomplished by blocking it to traffic, building a new road that connects to pre-existing roads, or by destroying bridges and sections of road. When a road is constructed virtually all the adjacent vegetation is leveled, and in some cases just beyond this zone there are either trees or hills where groups or individuals wishing to attack travellers can hide. This land use change makes roads one of the most vulnerable spaces to attack and gain control.
Conclusions
While it is often tempting to write about these valleys that are now connecting with motorable roads as remote and isolated, the history of Trans Himalayan Trade suggests that in comparison to other areas of Nepal that did not have major international trade routes these valleys were quite cosmopolitan, absorbing ideas and influences from many different cultural groups that traveled through them.
---
Fin
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