Colonialism, Circulation and Representations: a social history of transportation networks in colonial malabar (c 1800-1936)

Abstract

Mobility is a fundamental trait of living organism. Ability to move is the defining characteristic of Homo sapiens. One geographically, physically and even could find the intricate connection between mobility and circulation. The patterns and modes of circulation constantly and dialectically intersect with landscape and mindscape they pass through. It creatively interacts with the environment and engages in symbiotic exercise. Circulation is never a unilinear process, and it has certain significance in the history of transportation in Malabar. Physiographic identity of Malabar contributed to the of its unique settlement pattern. It is sandwiched in between Sea and Ghat, crisscrossed with development rivers, rivulets, backwaters and streams. They help in isolation and interaction'. Initially, British sway on Malabar was primarily to feed their mercantile aspirations. They did not listen to the development of transportation modalities. They made use of the riverine networks prevalent then. It is significant to note that the caste ridden Malabar society did not demand extensive social interaction and economic activities too. Hence the circulatory practices in early colonial Malabar were clutched by the then prevailing crude socio-economic environment dominated by imaginatively casteist norms and the value system it upheld. That evnironment began to wane with the expansion of British domination. There was increased volume of trade. Such changes in the mercantile dynamics brought in the emergence of boat making and ship building initiatives. Timber like teak was required for that. The newly emerged trade settled in the coastal towns. The then prevailing modalities of transportation could not intermediaries meet the new demands. Despite their initial inhibition to intervene in the transportation sector, the British compelled to bring modifications in the riverine channels. Even then, they neglected roads. But the capitalist urge to maximize profit necessitated the modernization of roads. Roads in the modern sense of the term were practically absent in pre-British Malabar. It was attested by Francis Buchanan. The political turmoil in Malabar and the increased demnands for more products in Europe compelled the British to intervene in road Construction. District collectors and revenue officers came. up with prop0sals to expand roads. Management of 'Malabar rebels' was also in the agenda road development. In the initial years of 19h century, Malabar experienced a political turmoil which demanded the easy mobilization of troops. The Malabar administration entrusted "Corps of Pioneers' and 'Sappers and Miners' to build roads. The nouveau riche in post-Industrial Revolution Britain were driven by capitalist spirit. Capitalism has an innate tendency to figure out its own future. With a humble beginning in 1853, British Indian railway had a mileage of 24, 000 miles by 1900. Since the British government feared of the future and fortunes of railways, they desisted from undertaking the task of building railways. Instead, they set up several railway companies. To pump required capital for the railway development, they devised a strategy caled as guarantee system. In that system the revenue from india was used to pay off the interest on British capitalist investments. Along with that localized labour was used in the construction. Large number of Indians got employed in the running of railways in British India. Hence, railways in British India were an epitome of hybridity, made of Indian assured British capital and the Indian labour.