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The Indigenous village of Bykovskiy is located 40 km from Tiksi, the administrative center of Bulunskiy District (Ulus), in the northern part of the Republic of Sakha (Yakutiya), Russia. Founded as a Soviet fishing cooperative, it became home to Indigenous Sakha, Evenkis, Evens, as well as to Russian settlers and political prisoners from the Baltic states. Post-Soviet transformations, coupled with escalating environmental change processes, has been altering the local economy and subsistence activities since the 1990s. Although our interlocutors directly observed and experienced such changes, they seemed to ignore the visible problem of severe coastal erosion that was destroying a local cemetery. This article is based on ethnographic fieldwork conducted in the study region in 2019, and combines approaches from the anthropology of climate change with reception and communication studies. It examines “ignorance” as a strategy of adaptation to multiple stressors under historically reproduced colonial structures of governance.

The construction of railroad infrastructure in East Siberia and the Russian Far East was a key aspect of Soviet industrialization during the 1970s and 1980s. Although built primarily for freight transportation, the Baikal-Amur Mainline (BAM) and the Amur-Yakutsk Mainline (AYaM) have also been used for passenger transport and have thus contributed to increased mobility and heightened local expectations about future mobility. This article presents the results of an extensive survey carried out in the BAM/AYaM region, which maps experiences of individual mobility, including usage-related needs, practices, and expectations. The findings show low levels of satisfaction differing across the region’s social and spatial diversity. The paper argues that hierarchies of mobility prevail at two related levels in the BAM/AYaM region: 1) the state’s regional development policies favor industrial development, focusing on freight transportation while neglecting local passengers’ needs for improved individual mobility; and 2) intersectional structural conditions along lines of diversity, such as gender, age, ethnicity, and place of residence, result in mobility disadvantage and lower mobility satisfaction. These hierarchies are embedded in the broader social and spatial inequality structures in the Russian Federation.

This introduction attempts to situate railroads, which have rarely been the object of ethnographic attention, within current debates of anthropology and related disciplines. While mobility is certainly one dimension of human-railroad entanglements, the introduction calls to explore political, social, material, and affective lives of railroads in Europe and Asia as well. Often, connections provided by railroads are precarious at best: enveloped in state and local politics, they appear to some as promise and to others as menace. Planning, construction, decay, and reconstruction constitute the temporal and material life cycle of these infrastructures. Attending to particular ethnographic and historical contexts, the introduction aims to demonstrate how railroads, these potent symbols of modernity, continue to be good to think with. The version of record is December 2020, though the actual publication date is May/June 202.

The construction of the Baikal-Amur Mainline (BAM) in East Siberia and the Russian Far East in the 1970s and 1980s was the largest technological and social engineering project of late socialism. After the dissolution of the Soviet Union, the BAM was dogged by economic bust, decline, and public disillusionment. BAM-2, a recently launched state program of technological modernization, aims to complete a second railway track. The project elicits memories as well as new hopes and expectations, especially among “builders of the BAM.” This article explores continuity and change between BAM-1 and BAM-2. It argues that the reconstruction efforts of the postsocialist state are predetermined by the durability of the infrastructure as a materialization of collective identities, memories, and emotions.

The town of Tiksi came into being in the 1930s, when the Soviet Union intensified its efforts to industrialize the Arctic. A critical element of that policy was to make the Northern Sea Route a viable Arctic shipping lane and Tiksi, located where the Lena River meets the Arctic Ocean, became an important transportation hub on that route. Post-Soviet transformations led to a rapid decline in population numbers and economic significance of the town, while climate change opened up new opportunities for shipping and mammoth tusk collecting. Today, the situation seems to have stabilized but the promises of a bright future pronounced in strategic papers by the government are yet to be realized. The article explores the socio-economic, infrastructural and environmental changes of recent decades in order to explore future development prospects for Tiksi. The infrastructural legacies of the Soviet past, combined with the environmental conditions of the region, result in the intertwined material dependencies of built and natural environments. Still, these material dependencies are neither straitjackets nor unchangeable. It is the interplay between global climate change, national policies, and local initiative that will challenge the material dependencies of the past and present.

This paper presents the results from fieldwork conducted in three focal areas of the “Nunataryuk” EU H2020 permafrost project: the Nordic Area (Greenland and Svalbard), the Beaufort Sea Area in Canada (Northwest Territories/ Inuvialuit Settlement Region and Gwich’in First Nation Traditional Territory) and Northeastern Siberia in Russia. The paper analyzes the entanglement between social and environmental change and presents a risk analysis framework, including the interconnected geo-physical & socio-cultural risks, with the aim to improve adaptation and mitigation strategies of local communities. Guided by a mixed-methods approach, the research outcomes are the result of field-based research, including focus groups, qualitative interviews, participant observation, community workshops – as well as a quantitative survey in three settlements (Qeqertarsuaq in Greenland, Aklavik in Canada and Longyearbyen on Svalbard).

The Baikal-Amur Mainline (BAM), a railroad in East Siberia and the Russian Far East, became the last large Soviet industrial project. Its construction in the 1970s and 1980s attracted migrants from across the USSR, who formed the bamovtsy, or group of BAM builders. They share a history of working and living along the BAM and constitute the majority population in the region. The article argues that emotionally charged social memory of the BAM construction plays the central role in reproducing and reinforcing the bamovtsy identity in the post-Soviet period. Drawing on in-depth interviews and focus groups, the article examines the dynamics of both individual and collective remembering of the socialist BAM. It forms a vibrant discursive and emotional field, in which memories and identities are reconstructed, relived, and contested. Commemorative ceremonies such as the fortieth anniversary of the BAM serve as forums of public remembering and arenas for the politics of emotions.

The town of Tiksi and the nearby indigenous village of Bykovskiy are located in northern Yakutia, where the Lena River meets the Arctic Ocean. Both owe their existence to Soviet policies and development plans, one tied to the Northern Sea Route, and the other to a fishing enterprise based on the labor of political prisoners. Post-Soviet transformations since the 1990s have severely altered the economic base of these communities, typically resulting in social, cultural and economic shocks and hardships. At the same time, both communities are affected by environmental change, most visibly in Bykovskiy, where coastal erosion caused by permafrost thaw has been destructing the local graveyard and endangers the housing infrastructure.Interestingly, when we conducted fieldwork there in 2019, our interlocutors seemed to pay very little attention to these environmental problems in the narratives they shared with us. While it might be tempting to accuse local residents of ignoring permafrost thaw and other environmental changes, the situation, we argue, is more complex. In fact, indigenous residents, especially, those making a living by practicing “traditional” activities, such as fishing and reindeer herding, have been observing extreme weather events, shifts in seasonal patterns, and changes in the behavior of land animals and fish for a long time. Similarly, to other parts of the Arctic, this accumulated traditional ecological knowledge has been helpful for adapting to the dramatically changing environment. At the same time, on the discursive and political level, this knowledge has been devalued or, at best, rated as a secondary source of information in relation to a more “advanced” institutionalized expert knowledge. Moreover, the Soviet modernization ideologies and discourses about human-environmental relations have impacted local knowledge, ethics and perceptions of the changing environment. This presentation calls for attention to historical and regional contexts and explores how hierarchical relations between different knowledge systems and how state modernization ideologies inform the ways in which indigenous communities in northern Russia relate to the effects of climate change today.

Train rhythms are dictated by regulations as well as the collaboration of human and non-human actants. When a railroad is the prime form of ground transportation and the mono-industry forming force in the cities along the railroad, the rhythms of trains have power over the everyday life of people who rely on them as passengers, workforce and traders. This is the case of the Baikal-Amur Mainline (BAM) in Siberia. The paper tackles the interaction of natural, technical, bureaucratic and economic rhythms and asks where power structures are located. Material and social networks of the involved actants are shaped by constraints and forces: Moscow driven bureaucracy, technological needs and natural conditions as well as the individual or collective needs and aspirations of social beings are entangled within the power structures that are intrinsic to railroad operations. This article is based on ethnographic field work in Siberia along the BAM. In it we argue that the diversity of rhythms introduced by the train company dominates other work and life rhythms that vary across gender, age, class and family status.

Tura is a mixed community where Evenks live alongside other indigenous groups and Russians. The establishment of Evenk autonomy, with the centre in Tura, in 1930 strengthened Evenk ethnic identity and unity through increased political and cultural representation, as well as through the integration of migrants from other regions. In the post-Soviet period, the community witnessed a population loss, a declining socio-economic situation, and the abolition of autonomy. In the long course of reforms and identity construction, the indigenous intelligentsia has manipulated the concept of belonging to the land either to stress or to erase cultural differences, and thus, to secure the access of the local elite to valuable resources. currently, the most hotly debated boundaries are those dividing Evenks into local and migrant, authentic and unauthentic, urban and rural. The paper illustrates the intricate interrelations between ethnic, indigenous, and territorial identities from an identity politics perspective.

Public and academic discourses about the Polar regions typically focus on the so-called natural environment. While, these discourses and inquiries continue to be relevant, the current article asks the question how to conceptualize the on-going industrial and infrastructural build-up of the Arctic. Acknowledging that the “built environment” is not an invention of modernity, the article nevertheless focuses on large-scale infrastructural projects of the twentieth century, which marks a watershed of industrial and infrastructural development in the north. Given that the Soviet Union was at the vanguard of these developments, the focus will be on Soviet and Russian large-scale projects. We will be discussing two cases of transportation infrastructure, one of them based on an on-going research project being conducted by the authors along the Baikal–Amur Mainline (BAM) and the other focused on the so-called Northern Sea Route, the marine passage with a long history that has recently been regaining public and academic attention. The concluding section will argue for increased attention to the interactions between humans and the built environment, serving as a kind of programmatic call for more anthropological attention to infrastructure in the Russian north and other polar regions.