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Journal articles on the topic 'Maritime trade routes'
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Ferrari, Claudio, and Alessio Tei. "Emission savings through a re-scheduling of maritime services: possible implications for the Mediterranean ports." ECONOMICS AND POLICY OF ENERGY AND THE ENVIRONMENT, no. 2 (September 2012): 113–30. http://dx.doi.org/10.3280/efe2012-002006.
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The major aim of the paper is to analyse how growing awareness of environmental impact determined by trade activities can influence maritime transport and how it can facilitate changes in the current structure of maritime routes. In particular, the study compares the emissions concerning two alternatives in current maritime routes to highlight how possible incentives for emission reduction applied to maritime transport could impact the route choice. The analysis focuses on the trade routes from the Far East and South America towards Europe and it compares the emissions in two alternative scenarios: direct services calling at a North European port and shipping services calling at a Mediterranean port. In the latter scenario a significant role could be played by the North-African ports, whose development represents possible transhipment calls for the international shipping trades, mainly on the Europe-Far East route. In this sense they may act as competitors of the North European ports: their favourable geographic position allows for a considerable reduction in nautical distances with an immediate impact on the maritime transport emissions. To analyse the differences of emission impacts, this paper uses some particular statistical tools based on scientific literature and some instruments related to previous analysis in similar fields. The data used in the paper have been collected directly from shipping operators, terminal operators and some specialist databases. The paper is structured in 5 sections. After a brief introduction about transport and the environment (Section 1), Section 2 provides a review of some general methods to calculate the environmental cost of maritime transport, while Section 3 analyses the current trade route system and which ports can have an influence on changing the maritime patterns. Section 4 is focused on the analysis and comparison of the maritime routes alternatives, while Section 5 draws some conclusions and remarks for further analysis.
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Tang, Chanh Tin, and Nguyen Huy Chinh Phan. "THE ROLE OF HOI AN TO THE MARITIME SILK ROAD (FROM THE FIRST HALF OF 16TH CENTURY TO THE SECOND HALF OF 18TH CENTURY)." UED Journal of Social Sciences, Humanities and Education 10, no. 2 (July 1, 2020): 15–21. http://dx.doi.org/10.47393/jshe.v10i4.862.
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The Maritime Silk Road is considered the beginning of all international maritime trade routes, not only in terms of trade; the Maritime Silk Road is also the foundation for human discoveries and understanding about geography, nature, politics and society of many parts of the world. Thanks to its significantly geopolitical and geo-cultural position; from a very early age, Hoi An trading port (Vietnam) has participated and played an important role on this arterial route. This article will focus on clarifying the birth as well as the role of Hoi An to the Maritime Silk Road from) early 16th century to the end of 18th century.
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Martínez-Zarzoso, Inmaculada. "Alternative Sea Routes: What Effects on Maritime Trade?" SAIS Review of International Affairs 33, no. 2 (2013): 61–74. http://dx.doi.org/10.1353/sais.2013.0020.
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Pascali, Luigi. "The Wind of Change: Maritime Technology, Trade, and Economic Development." American Economic Review 107, no. 9 (September 1, 2017): 2821–54. http://dx.doi.org/10.1257/aer.20140832.
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The 1870–1913 period marked the birth of the first era of trade globalization. How did this tremendous increase in trade affect economic development? This work isolates a causality channel by exploiting the fact that the introduction of the steamship in the shipping industry produced an asymmetric change in trade distances among countries. Before this invention, trade routes depended on wind patterns. The steamship reduced shipping costs and time in a disproportionate manner across countries and trade routes. Using this source of variation and novel data on shipping, trade, and development, I find that (i) the adoption of the steamship had a major impact on patterns of trade worldwide; (ii) only a small number of countries, characterized by more inclusive institutions, benefited from trade integration; and (iii) globalization was the major driver of the economic divergence between the rich and the poor portions of the world in the years 1850–1900. (JEL F14, F43, F63, L92, N70, O33)
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Mako, Peter, Andrej David, Andrea Galierikova, and Matus Materna. "Globalization Impact on the Maritime Trade between the USA and the Slovak Republic." SHS Web of Conferences 92 (2021): 07039. http://dx.doi.org/10.1051/shsconf/20219207039.
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Research background: The paper background is based on the importance of maritime trade. The paper offers a proposal for container transport in two different directions along two different transport routes, taking into consideration all trends in the development of port transhipment facilities as well as the development of container transport. The final comparison is determined based on criteria such as speed and complexity of the transport, distance, price for transportation, as well as the risk of endangering the cargo due to shipping through risky geographical areas. These factors, together with other facts, significantly contribute to the final choice of the shipping route both by the shipper and the carrier. Purpose of the article: The main purpose of this paper is to present the basic possibilities of container transportation by sea between North America and Europe, to express the importance of the Transatlantic maritime transport route and to offer a comparison of two transport proposals in a case study.The main objective of the paper is to evaluate the impact of globalization on maritime trade between the USA and Europe, especially the Slovak Republic. Given the rapidly evolving maritime transport situation between North America and Europe, special consideration is also given to the current technical equipment and transhipment technology in the ports through which this trade takes place. Methods: The method used in the paper is the least squares method, that will be used on the prediction of future stage of maritime trade between Slovakia and the USA. For this purpose, methods of regression and correlation analysis will be also used. Findings & Value added: According to data from Review of Maritime Transport between 1995 – 2018, the prediction of stage of maritime trade will be made. The development of the maritime trade will be also predicted.
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Ayyanathan, N. "Knowledge Discovery and Destination Market Intelligence Framework of the Maritime Trade Route Connecting Ancient Port Towns. - A Survey on Tamilnadu Cultural Route and Smart Heritage Tourism." Shanlax International Journal of Arts, Science and Humanities 7, no. 3 (January 1, 2020): 31–35. http://dx.doi.org/10.34293/sijash.v7i3.1614.
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The international trade network of the ancient Chera, Chola, Pandyan kingdoms with Rome in particular since Sangam age has been studied well by various researchers. However, a recent archaeological excavation study at Thandigudi, Pattanam and Keeladi have generated a lot more data and throws more light with new research dimension and direction, particularly concerning the trade routes. The supply chain business intelligence of the various merchant guilds operating in all three Chera, Chola, Pandya territories are reviewed to provide a framework for knowledge destination and cultural heritage trade routes from the emerging new evidence. The proposed logistics network design and destination market intelligence of the trade routes naturally evolved into three clusters of towns and places - the outcome of the research survey concludes with a newly developed smart heritage cultural route of Tamilnadu.
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Berkah, Ahmad. "DAMPAK KEKUASAAN MARITIM SRIWIJAYA TERHADAP MASUKNYA PEDAGANG MUSLIM DI PALEMBANG ABAD VII-IX MASEHI." Medina-Te : Jurnal Studi Islam 13, no. 1 (October 18, 2017): 51–60. http://dx.doi.org/10.19109/medinate.v13i1.1537.
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Research in title “The impact of Sriwijaya Maritime Power toward the Entrance of Muslim Trade in Palembang in VII-IX Century” is based on the power of Sriwijaya maritime that dominated all of the International trade voyage path which was sailed by the foreign merchant including Arabic Muslim traders. The Arabic Muslim traders which sailed and traded to China must go across trade voyage paths of Sriwijaya, thus, the merchants stopped over in the Kingdom center of Sriwijaya located in Palembang. The objective of the study is to analyze the history of development of Sriwijaya’s maritime power, analyzing the sailing and trading path and the relationship of Sriwijaya and the foreign country, and the impact of Sriwijaya’s maritime power toward the entrance of Muslimtraders in Palembang in VII-IX century. This study is in the form of Qualitative research design which is library research., by analyzing thoroughly every single relevant literature. The approach of the research is by using historical method approach which are, heuristic, verification, interpretation, and historiograsion, and politicoligist and economologist scholarship. Moreover, the source of the data were primer and seconder data. Data collection technique as heuristic and verification. To analyze the data, it was used interpretation, then it was conducted the last step that was historyografy or a writing of history. This research concludes that the history of development of Sriwijaya appearing as the ruler of the largest maritime power in Nusantara was supported by their great army and a management of a strong and respected leader.Sriwijaya easily controlled strategic shipping paths, such as the Strait of Malacca, Bangka Strait, Sunda Strait, Karimata Strait, and all shipping lanes in the Nusantara.The condition of the shipping Routes initially frightened Muslim traders, because of the large number of pirates, having successfully controlled by Sriwijaya's maritime power, it became safe and comfortable to go through. And it was required to stop at the harbor or in the center of Sriwijaya Kingdom located in Palembang. In addition, Sriwijaya's relationships with foreign countries, namely Arab, India, China were carried out by Sriwijaya for the recognition of sovereignty and Sriwijaya's power strengthening in the trade shipping paths. Sriwijaya with its maritime power and cooperating with the Sea People to secure the cruise line to the center of Sriwijaya from pirates as well as increasing the confidence of Muslim traders both in trade and security guarantees on the way back from the center of Sriwijaya and access for Muslim traders in the process of Islamization through trade routes in the territory of Sriwijaya kingdom.
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Margariti, Roxani Eleni. "Mercantile Networks, Port Cities, and “Pirate” States: Conflict and Competition in the Indian Ocean World of Trade before the Sixteenth Century." Journal of the Economic and Social History of the Orient 51, no. 4 (2008): 543–77. http://dx.doi.org/10.1163/156852008x354634.
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AbstractThe prevailing image of the Indian Ocean world of trade before the arrival of western Europeans and Ottomans in the region in the sixteenth century is one of a generally peaceful, conflict-free realm dominated by cosmopolitan traders who moved easily across boundaries of geography, ethnicity, language, and religion. This paper modifies this picture by examining the evidence for conflict and competition between pre-modern maritime polities in the western end of the Indian Ocean. In the fifth/eleventh and sixth/twelfth centuries maritime polities on the islands of Kish in the Persian Gulf and Dahlak in the Red Sea antagonized Aden's supremacy as the region's most frequented entrepot. In the subsequent three centuries, the Ayyubids and Rasulids of Yemen also strove to control maritime routes and networks.L'historiographie en vigueur de l'Océan Indien à l'époque précédant la venue des Ottomans et des Européens au XVIème siècle, décrit une aire commerciale généralement paisible parcourue aisément par des négociants cosmopolites par-delà les obstacles géographiques, ethniques, religieux et linguistiques. Cette contribution modifie cette image par un examen des témoignages des Vème/XIème et VIème/XIIe siècles qui attestent les conflits et rivalités des cités portuaires de Kish en la Golfe de Perse, de Dahlak en la Mer Rouge contestant la suprématie d'Aden, l'entrepôt le plus fréquenté. Durant les trois siècles suivants, les Ayyûbides et Rasûlides du Yémen s'efforcèrent également de contrôler les routes et réseaux maritimes.
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Blundell, David, and Jeanette Zerneke. "Early Austronesian Historical Voyaging in Monsoon Asia: Heritage and Knowledge for Museum Displays Utilizing Texts, Archaeology, Digital Interactive Components, and GIS Approaches." International Journal of Humanities and Arts Computing 8, supplement (March 2014): 237–52. http://dx.doi.org/10.3366/ijhac.2014.0110.
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This paper covers work using historical geographic information systems (GIS) by the Electronic Cultural Atlas Initiative (ECAI) 2 to trace early navigation in Monsoon Asia. To open a scholarly Web-based platform to a broader audience, the ECAI Austronesia Team is collaborating with the Maritime Buddhism project conceived by Lewis Lancaster. The Maritime Buddhism project is being developed to reach general audiences with a high level of interactivity and 3D visualizations featuring historic timelines, ships, trade routes and trade winds, travelling monks, life at ports, and stories. To allow the information to be more accessible, mobile phone apps and multi-media museum displays are being developed. Austronesian speaking peoples made navigation a way of life across the Indian and Pacific oceans spanning thousands of years. The goal of this integration of content and technology is to enable our understanding of Monsoon Asia, its diffusion of culture, and oceanic navigation to become alive and accessible.
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Naz, Asmat, and Fatima Ali. "Gwadar Port: As an Economic hub for Maritime Trade in the World Corridor (CPEC)." Journal of Business and Social Review in Emerging Economies 4, no. 1 (June 30, 2018): 7–16. http://dx.doi.org/10.26710/jbsee.v4i1.352.
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Gwadar port, deep-sea port, is used and operated as a mean to serve the supply and import requirements of a well prominent hinterland, as other harbors of Pakistan has been working. Gwadar port is situated in the Arabian Sea, at Gwadar in Baluchistan province of Pakistan. The economic prediction of Gwadar port is the trump card for economy and trade routes for Central Asian States and the world, which holding trade from the western part of China and assume as reasonable interchange transshipment to another desire ports of the region. The port features prominently in the China–Pakistan Economic Corridor (CPEC) plan, and is considered to be a crucial link between the ambitious One Belt, One Road and Maritime Silk Road projects. The proposed paper through the empirical and inductive research approach tries to identify the importance of Gwadar port in the economic and maritime trade of in the world. Gwadar port has an eminent status in the trade of China and Pakistan throughout the world. In future, it will be a keystone in the economic development of Baluchistan as well as Pakistan. Furthermore, China is also investing in the development of Gwadar port to make it the center of maritime trade of Chinese products. Thus, in a short span it becomes a center of maritime trade of the world.
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Efimova, Elena, and Svetlana Vroblevskaya. "Are Eastern Baltic Ports the drivers of Eurasian trade?" International Journal of Management and Economics 55, no. 3 (September 30, 2019): 268–81. http://dx.doi.org/10.2478/ijme-2019-0014.
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Abstract Since “Belt and Road initiative” (BRI) has been launched, the major volume of academic studies focus on the consideration of Eurasian land and maritime transport routes. Experts on Chinese foreign policy and geopolitical strategy emphasize possible positive and negative aspects of the initiative for the states involved. The business and political circles from Eastern Baltic Sea region are looking for possible ways to attract cargo to its ports. Yet, the possible transformations of Chinese foreign trade flows in the context of BRI are now under academic consideration. We focus on the evaluation of ports’ possibilities to handle Chinese cargo. The key issues of our study include the choice of cargo transportation routes and opportunities to attract Chinese investment to expand port and logistics infrastructure. The methodology of the research is based on statistical data analysis for the further comparison of transport routes. Our empirical results demonstrate that Eastern Baltic Sea ports can attract little part of Chinese trade flows.
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Gawlikowski, Michał. "The Indian trade between the Gulf and the Red Sea." Polish Archaeology in the Mediterranean 26, no. 2 (July 9, 2018): 15–30. http://dx.doi.org/10.5604/01.3001.0012.1818.
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This essay evaluates the relative importance of the maritime trade between the Roman Empire and India along two routes that were in use: one started and ended on the Egyptian shore of the Red Sea, the other at the head of the Gulf. Both continued on land along caravan tracks to the Nile valley or through the Syrian desert to Palmyra. The latter land route, longer and presumably more cost-consuming, was used only during the 1st to 3rd centuries AD. The land link with the Far East, the so-called Silk Road, does not seem to have been regularly used. A document from Palmyra allows to estimate the value of the trade along the Syrian route as much smaller than that of the Red Sea traffic. It could have been mainly of local, Syrian importance, and lasted only as long as political circumstances allowed.
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Regis, Helen A. "Ships on the Wall: Retracing African Trade Routes from Marseille, France." Genealogy 5, no. 2 (March 25, 2021): 27. http://dx.doi.org/10.3390/genealogy5020027.
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With this essay on decolonizing ways of knowing, I seek to understand the phantom histories of my father’s French family. Filling in silences in written family accounts with scholarship on Marseille’s maritime commerce, African history, African Diaspora studies, and my own archival research, I seek to reconnect European, African, and Caribbean threads of my family story. Travelling from New Orleans to Marseille, Zanzibar, Ouidah, Porto-Novo, Martinique and Guadeloupe, this research at the intersections of personal and collective heritage links critical genealogies to colonial processes that structured the Atlantic world. Through an exploration of family documents, literature, and art, I travel the trade routes of la Maison Régis.
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Vorobyev, N. I. "EU INTERESTS IN DEVELOPING ARCTIC SEA ROUTES." MGIMO Review of International Relations, no. 5(32) (October 28, 2013): 47–53. http://dx.doi.org/10.24833/2071-8160-2013-5-32-47-53.
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The article considers the European Union’s key strategic interests in the increased use of the Arctic routes, especially the Northern Sea Route (NSR), but also the Northwest Passage. This issue is high on the agenda given the EU dependence on the maritime transport accounting for the predominant share of the Union’s trade. The EU technological, financial and human resources can contribute greatly to the development if the Arctic seaways which would in turn benefit the member states. The author notes that the EU has already actively engaged in designing the framework regulation for the Arctic maritime shipping including the legal, environmental and safety provisions. Securing an innocent passage of ships through the Arctic waters is one of the main objectives in this regard considering that none of the EU members are Arctic coastal states. Another issue at stake is delivering Arctic oil and gas reserves highly important for the EU to the continent for which developed seaborne transport is crucial. The article also gives an overview of the EU practical steps with regards to the Arctic routes including projects aimed at connecting the Union’s transport system with the Russian North West and potentially the NSR. It is noted that the EU is highly interested in exploiting the potential of the Arctic sea routes and focuses on international cooperation to achieve the goal. Increased EU cooperation with the Arctic coastal states including Russia would be mutually beneficial given the opportunities the new routes offer and the EU resources that can be used to support their development.
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Novita, Aryandini. "TEMUAN KAPAL TENGGELAM DARI SITUS KARANG KENNEDY: GAMBARAN PERAIRAN BELITUNG BAGIAN SELATAN DALAM JALUR PERDAGANGAN MARITIM PADA AWAL ABAD XX." KALPATARU 28, no. 1 (November 19, 2019): 29. http://dx.doi.org/10.24832/kpt.v28i1.496.
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Abstract. This paper discusses about maritime trade routes in southern Belitung waters in the past based on archaeological remains found at Karang Kennedy Reef by South Sumatra Archaeological Center in 2018. Inductive method was used in this study and the main data were the cargo found in the shipwreck. Data was collected thorugh underwater survey and mapping and then went into specific and contextual analysis. Written sources was also used for data interpretation. The result indicates that Karang Kennedy Site shipwreck is an evidence that Belitung used to be a part of international trade routes. Although the southern Belitung waters are protected from direct wind gusts Java sea or Belitung island, those are also relatively shallow and overgrown with coral reefs that limited the movement of ships and large boats to sail in this area.Keywords: Shipwreck site, Maritime trade, Underwater archaeologyAbstrak. Tulisan ini membahas tentang gambaran jalur perdagangan maritim di wilayah perairan Belitung bagian selatan pada masa lalu. Data yang digunakan dalam tulisan ini berupa tinggalan arkeologi yang ditemukan di Situs Karang Kennedy hasil penelitian Balai Arkeologi Sumatera Selatan tahun 2018. Metode penalaran yang digunakan pada tulisan ini adalah metode induktif. Data yang digunakan adalah temuan arkeologi hasil penelitian tahun 2018 berupa sisa kapal tenggelam dan muatannya. Pengumpulan data pada kegiatan tersebut dilakukan dengan cara survei dan pemetaan bawah air. Analisis temuan dilakukan baik secara khusus maupun kontekstual, semetara interpretasi data menggunakan analogi sejarah dari sumber-sumber tertulis. Hasil kajian ini menunjukkan temuan kapal tenggelam di Situs Karang Kennedy merupakan bukti bahwa Belitung juga merupakan bagian dari perdagangan internasional. Selain itu penemuan sisa kapal di Karang Kennedy ini juga dapat dijadikan bukti tentang gambaran pelayaran di perairan bagian selatan Belitung. Meskipun posisi perairan bagian selatan Belitung terlindung dari hembusan angin langsung yang berasal dari arah laut Jawa atau daratan pulau Belitung namun perairan tersebut relatif dangkal dan banyak ditumbuhi terumbu karang sehingga membatasi gerak kapal-kapal dan perahu-perahu berukuran besar yang melintasinya.Kata kunci: Situs kapal tenggelam, Perdagangan maritim, Arkeologi bawah air
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Novita, Aryandini. "TEMUAN KAPAL TENGGELAM DARI SITUS KARANG KENNEDY: GAMBARAN PERAIRAN BELITUNG BAGIAN SELATAN DALAM JALUR PERDAGANGAN MARITIM PADA AWAL ABAD XX." KALPATARU 28, no. 1 (July 22, 2019): 29. http://dx.doi.org/10.24832/kpt.v28i1.573.
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This paper discusses about maritime trade routes in southern Belitung waters in the past based on archaeological remains found at Karang Kennedy Reef by South Sumatra Archaeological Center in 2018. Inductive method was used in this study and the main data were the cargo found in the shipwreck. Data was collected through underwater survey and mapping and then went into specific and contextual analysis. Written sources was also used for data interpretation. The result indicates that Karang Kennedy Site shipwreck is an evidence that Belitung used to be a part of international trade routes. Although the southern Belitung waters are protected from direct wind gusts Java sea or Belitung island, those are also relatively shallow and overgrown with coral reefs that limited the movement of ships and large boats to sail in this area. Keywords: Wrecksite, Maritime trade, Underwater archaeology Tulisan ini membahas tentang gambaran jalur perdagangan maritim di wilayah perairan Belitung bagian selatan pada masa lalu. Data yang digunakan dalam tulisan ini berupa tinggalan arkeologi yang ditemukan di Situs Karang Kennedy hasil penelitian Balai Arkeologi Sumatera Selatan tahun 2018. Metode penalaran yang digunakan pada tulisan ini adalah metode induktif. Data yang digunakan adalah temuan arkeologi hasil penelitian tahun 2018 berupa sisa kapal tenggelam dan muatannya. Pengumpulan data pada kegiatan tersebut dilakukan dengan cara survei dan pemetaan bawah air. Analisis temuan dilakukan baik secara khusus maupun kontekstual, sementara interpretasi data menggunakan analogi sejarah dari sumber-sumber tertulis. Hasil kajian ini menunjukkan temuan kapal tenggelam di Situs Karang Kennedy merupakan bukti bahwa Belitung juga merupakan bagian dari perdagangan internasional. Selain itu penemuan sisa kapal di Karang Kennedy ini juga dapat dijadikan bukti tentang gambaran pelayaran di perairan bagian selatan Belitung. Meskipun posisi perairan bagian selatan Belitung terlindung dari hembusan angin langsung yang berasal dari arah laut Jawa atau daratan pulau Belitung namun perairan tersebut relatif dangkal dan banyak ditumbuhi terumbu karang sehingga membatasi gerak kapal-kapal dan perahu-perahu berukuran besar yang melintasinya. Kata Kunci: Situs kapal tenggelam, Perdagangan maritim, Arkeologi bawah air
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Al Garoo, Asmahan. "Rise and fall of Maritime Hubs in Pre-Islamic Arabia." Journal of Arts and Social Sciences [JASS] 8, no. 3 (February 16, 2018): 57. http://dx.doi.org/10.24200/jass.vol8iss3pp57-69.
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Since prehistoric times, the geography of the Arabian Peninsula had a great impact on the growth and development of centers of civilization and maritime hubs. Indeed, starting from the third millennium BC, a number of urban centers of civilization have emerged in the Arab region such as Mesopotamia, Magān (old name of Oman), Dilmun (Bahrain), Pharaonic Egypt, Phoenicia, the Nabataeans, and the ancient South Arabia (Yemen) where such centers reached a high level of development and growth. Arab trade reached a peak in the 1st millennium BC due to the commerce of frankincense and myrrh. The Arabs, who had mastered sea navigation through geographical and astronomical knowledge and had a great experience of maritime routes as well as the secrets of the monsoon and boat industry, dominated the vast eastern trade. During the fourth century AD, the world began to see signs of serious conflicts with religious dimensions and huge political and economic consequences. Furthermore, the lucrative Arab trade of incense lost its importance because of the demise of paganism in the Middle East and Europe. With the emergence of Islam, the Arabs regained their lost maritime domination in the Indian Ocean.
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Yokkaichi, Yasuhiro. "The Maritime and Continental Networks of Kīsh Merchants under Mongol Rule: The Role of the Indian Ocean, Fārs and Iraq." Journal of the Economic and Social History of the Orient 62, no. 2-3 (March 18, 2019): 428–63. http://dx.doi.org/10.1163/15685209-12341484.
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AbstractBased on a variety of literary and archaeological sources, notably the tariff lists produced in Rasulid Yemen, this study reconstructs the trade routes of the Kīsh merchants, demonstrating that the Persian Gulf route—between South and West India (Coromandel, Malabar, and Gujarat) and Iraq via the Persian Gulf—and the Red Sea route—between South and West India and Egypt via the Red Sea—were closely connected in the Mongol period. This not only manifests aspects of the proto-globalization in Mongol Eurasia but also argues against the supposed economic decline of post-1258 Baghdad and the economic centrality of Cairo in the post-Abbasid Muslim world.
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Han, X., C. Armenakis, and M. Jadidi. "DBSCAN OPTIMIZATION FOR IMPROVING MARINE TRAJECTORY CLUSTERING AND ANOMALY DETECTION." ISPRS - International Archives of the Photogrammetry, Remote Sensing and Spatial Information Sciences XLIII-B4-2020 (August 25, 2020): 455–61. http://dx.doi.org/10.5194/isprs-archives-xliii-b4-2020-455-2020.
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Abstract. Today maritime transportation represents 90% of international trade volume and there are more than 50,000 vessels sailing the ocean every day. Therefore, reducing maritime transportation security risks by systematically modelling and surveillance should be of high priority in the maritime domain. By statistics, majority of maritime accidents are caused by human error due to fatigue or misjudgment. Auto-vessels equipped with autonomous and semi-autonomous systems can reduce the reliance on human’s intervention, thus make maritime navigation safer. This paper presents a clustering method for route planning and trajectory anomalies detection, which are the essential part of auto-vessel system design and development. In this paper, we present the development of an enhanced density-based spatial clustering (DBSCAN) method that can be applied on historical or real-time Automatic Identification System (AIS) data, so that vessel routes can be modelled, and the trajectories’ anomalies can be detected. The proposed methodology is based on developing an optimized trajectory clustering approach in two stages. Firstly, to increase the attribute dimension of the vessel’s positioning data, therefore other characteristics such as velocity and direction are considered in the clustering process along with geospatial information. Secondly, the DBSCAN clustering model has been enhanced by introducing the Mahalanobis Distance metric considering the correlations of the position cluster points aiming to make the identification process more accurate as well as reducing the computational cost.
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Di Cosmo, Nicola. "Black Sea Emporia and the Mongol Empire: A Reassessment of the Pax Mongolica." Journal of the Economic and Social History of the Orient 53, no. 1-2 (2009): 83–108. http://dx.doi.org/10.1163/002249910x12573963244241.
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AbstractThe term Pax Mongolica indicates a period of time (c. 1280-1360) during which Mongol domination seemingly guaranteed security on the Eurasian commercial routes. At this time the Italian maritime powers of Genoa and Venice established their commercial “emporia” on the Black Sea. This essay examines the links between Mongol-controlled continental Asia and Italian-controlled maritime trade by separating the sphere of interests of the Venetian and Genoese governments from the sphere of activities of private merchants, whose presence in China and Central Asia depended heavily upon Mongol support. The end of the Pax Mongolica had a different impact on both of these two spheres.Le terme Pax Mongolica indique une période (environ 1280-1360) pendant laquelle la domination mongole assurait apparemment la sécurité des itinéraires commerciaux eurasiatiques. A cette époque les puissances maritimes de Gênes et de Venise établissaient leurs ‘emporia’ commerciaux sur la Mer Noire. Cette contribution étudie les liens entre l’Asie continentale contrôlée par les Mongols et le commerce maritime, contrôlé par les Italiens en séparant la sphère d’intérêt des gouvernements vénitiens et génois de la sphère d’action des commerçants privés, dont la présence en Chine et Asie centrale dépendait du soutien mongol. La fin de la Pax Mongolica devrait affecter ces deux sphères de façon différente.
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Olivelle, Patrick. "Long-distance trade in ancient India: Evidence from Kauṭilya’s Arthaśāstra." Indian Economic & Social History Review 57, no. 1 (January 2020): 31–47. http://dx.doi.org/10.1177/0019464619892894.
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Much of the significant data for long-distance and maritime trade across South Asia in the ancient period comes from archaeological sources. Nevertheless, textual sources too have some significant things to say about material culture and trade in the ancient world. In a special way, texts give insights into what people thought about trans-regional trade, the globalisation of the ancient world, both the good and the bad that came with it, insights that cannot be culled solely from archaeological data. This article’s focus is on the Arthaśāstra, which Kauṭilya wrote around middle of the first century ce, drawing on sources that predate him by a century or more. The Arthaśāstra does not have a separate section on trade, but trade data are scattered over at least four areas: (a) the treasury and its need for luxury goods: pearls, gems, diamonds, coral, sandalwood, aloe, incense, skins and furs, and cloth; (b) military needs: horses and elephants; (c) developing and guarding land and water routes and shipping; and (d) duties and taxes on imported goods. Significant data on trade are also provided in Kauṭilya’s discussion of trade routes and their protection, as well as data on duties and taxes on imported goods.
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Pombo, Pedro. "Weaving Networks: the Economic Decline of Diu and Indian Ocean Circulations of the Vanza Weavers." Asian Review of World Histories 8, no. 1 (February 6, 2020): 103–27. http://dx.doi.org/10.1163/22879811-12340066.
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Abstract Diu, on the Western India coast and Portuguese territory until 1961, was a strategic port connecting the subcontinent with Eastern Africa until the industrial mills in Western India provoked the decline of the traditional textile production systems in Gujarat and the near erasure of the maritime trade in Diu. Sustained by ethnographic and archival research, this article shows how the decline of maritime trading from Diu exposed the lack of Portuguese control over the trading routes connecting Asia and Africa. Local communities responded to changing contexts by developing new migratory connections with Mozambique. Among them are the Diuese weavers’ community, the Vanza, whose role in Mozambican trade, and later postcolonial connections with European countries, is still mostly to be examined. Though a preliminary observation of their migratory initiatives we observe how lives across the Indian Ocean navigated relatively apart from colonial intentions, pursuing their own winds and tides.
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Sherazi, Tatheer Zahra, Arif Khan, and Hashmat Ullah Khan. "Great Water Wall in South China Sea: Maritime Designs of China under Mahan’s Theory of Sea Power." Liberal Arts and Social Sciences International Journal (LASSIJ) 4, no. 2 (December 30, 2020): 278–93. http://dx.doi.org/10.47264/idea.lassij/4.2.22.
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Seas play a vital role in shaping and reshaping the course of global politics, from developing empires to new global orders. Virtually 80 percent of China’s trade resources passes through the Seas and mostly by South China Sea, so it has initiated developments in South China Sea, from building artificial island, light houses to air strips to secure its trade routes. The aim of the study is to clarify the assumptions that China is building a ‘sand wall’ or ‘water wall’ like great wall to secure its maritime trade. Descriptive, analytical approach has been adopted to study the marvel; Mahan’s theory of Sea power has been applied to quantify the developments made by China. It concludes that China is striving for naval supremacy as per Mahan’s theory along with synthesis of Mao’s ‘Active Defence’. Hence Peaceful and integrated strategies are required to minimize the implications of disruption of seaborne trade.
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Jemo, Danijela, and Đurđica Parac-Osterman. "Production, Technology, Dyeing and Textile Trading in the Context of Maritime - Trade Routes of Dubrovnik." Naše more 63, no. 1 (March 2016): 36–43. http://dx.doi.org/10.17818/nm/2016/1.12.
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Blokus-Roszkowska, Agnieszka, and Leszek Smolarek. "Application of Simulation Methods for Evaluating the Sea Waterways Traffic Organisation." ISRN Applied Mathematics 2013 (July 29, 2013): 1–8. http://dx.doi.org/10.1155/2013/715142.
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Maritime transport is of great importance as it is the basis of international trade. Shipping is a global industry and highly complex business. Further safety development at sea is determined by the growth of maritime traffic intensity. Therefore, new ideas and technologies are needed to optimize the sea transport system. In the paper, the cellular automaton model is suggested to describe traffic flow at grade roundabout and simple crossing. Not only the cell state but also neighborhood as well is defined for presented cellular automaton. The model, describing vessels motion, takes into account vessel’s type, speed and length, vessel’s behavior and maneuverability, lane status, and flow density. It provides the basis for simulation. Two types of traffic schemes, namely, roundabout and simple routes crossing, are considered. Some results of simulation, including ships safety prediction, illustrate possible applications for evaluation of maritime traffic organization. Final conclusion and remarks outline further work development.
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Prange, Sebastian R. "The Contested Sea: Regimes of Maritime Violence in the Pre-Modern Indian Ocean." Journal of Early Modern History 17, no. 1 (2013): 9–33. http://dx.doi.org/10.1163/15700658-12342355.
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Abstract Rulers on the Indian Ocean littoral are generally portrayed as having been uninterested in the pursuit of sea power until the coming of the Europeans. This article examines a series of case studies from this earlier period to argue that maritime violence had long been a part of expansionist political projects centered on the control of trade routes and coastal waters. In their sum, they show the Indian Ocean to have been an arena of active political competition and legal contestation, which were waged through private and semi-private agents commonly denoted as pirates.
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PAJĄK, Krzysztof. "Współpraca państw UE w realizacji polityki akwenowej na przykładzie pierwszej, morskiej, militarnej operacji EUNAVFOR ATALANTA." Przegląd Politologiczny, no. 4 (November 2, 2018): 41–52. http://dx.doi.org/10.14746/pp.2010.15.4.4.
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The uncontrollable outbreak of piracy attacks off the Somali coast has lately made the East African coast the area where the majority of all global maritime crimes occur. Located in East Africa, Somalia borders one of the most important maritime communication routes on Earth: the Suez Canal – the Red Sea – the Gulf of Aden. EU states could be acutely affected by the disruption of sea trade in this area, therefore they have become actively involved in fighting piracy off the Somali coast. As a result of political, organizational and legal activity, the Council of the EU established the first maritime military operation under the auspices of the European Union – EUNAVFOR Somalia – Operation Atalanta. The efficient operation of EU naval forces, hundreds of miles from European shores would not have been possible had it not been for an extensive and comprehensive maritime policy. Not only has its implementation enabled the EU to chase pirates in the Somali basin, or helped bring any criminals detained before the courts, but is has also influenced countries outside the European Union.
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Dimitrakieva, Svetlana, Ognyan Kostadinov, and Christiana Atanasova. "Multilevel Demand For Sea Transportation. Correlation Between Baltic Dry Index (Bdi) And Coaster Shipping Prices For Sea Routes Between Baltic Seaports And Mediterranean Seaports." Pedagogika-Pedagogy 93, no. 7s (August 31, 2021): 141–48. http://dx.doi.org/10.53656/ped21-7s.12corr.
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Baltic Dry Index (BDI) reflects the prices of sea transport performed by Capesize, Panamax, Supramax and Handysize bulk carriers only. The prices of the transport with vessels of smaller tonnage are not considered in the calculation of BDI, therefore principally it should be assumed that BDI does not refer to a tonnage different from the observed. On the other hand, the demand for maritime transport services depends on the state of international trade of goods. Generally, the international market of goods is common for all ship types and tonnages. In the production processes starting from the extraction of raw materials till the sale of finished products to end customers; it can be done by several transport carriages in succession, which provide the intermediate production stages. Transport demand is secondary and depends on international trade, but on the other hand, this demand is multilevel. From an economic point of view, it is important to study the interrelationships between maritime transport providing the intermediate production stages, from the extraction of raw materials till the sale of the final goods.
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Abioye, Olumide F., Maxim A. Dulebenets, Junayed Pasha, and Masoud Kavoosi. "A Vessel Schedule Recovery Problem at the Liner Shipping Route with Emission Control Areas." Energies 12, no. 12 (June 20, 2019): 2380. http://dx.doi.org/10.3390/en12122380.
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Liner shipping is a vital component of the world trade. Liner shipping companies usually operate fixed routes and announce their schedules. However, disruptions in sea and/or at ports affect the planned vessel schedules. Moreover, some liner shipping routes pass through the areas, designated by the International Maritime Organization (IMO) as emission control areas (ECAs). IMO imposes restrictions on the type of fuel that can be used by vessels within ECAs. The vessel schedule recovery problem becomes more complex when disruptions occur at such liner shipping routes, as liner shipping companies must comply with the IMO regulations. This study presents a novel mixed-integer nonlinear mathematical model for the green vessel schedule recovery problem, which considers two recovery strategies, including vessel sailing speed adjustment and port skipping. The objective aims to minimize the total profit loss, endured by a given liner shipping company due to disruptions in the planned operations. The nonlinear model is linearized and solved using CPLEX. A number of computational experiments are conducted for the liner shipping route, passing through ECAs. Important managerial insights reveal that the proposed methodology can assist liner shipping companies with efficient vessel schedule recovery, minimize the monetary losses due to disruptions in vessel schedules, and improve energy efficiency as well as environmental sustainability.
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ARTZY, MICHAL. "INCENSE, CAMELS AND COLLARED RIM JARS: DESERT TRADE ROUTES AND MARITIME OUTLETS IN THE SECOND MILLENNIUM." Oxford Journal of Archaeology 13, no. 2 (July 1994): 121–47. http://dx.doi.org/10.1111/j.1468-0092.1994.tb00035.x.
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Han, Xuyang, Costas Armenakis, and Mojgan Jadidi. "Modeling Vessel Behaviours by Clustering AIS Data Using Optimized DBSCAN." Sustainability 13, no. 15 (July 21, 2021): 8162. http://dx.doi.org/10.3390/su13158162.
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Today, maritime transportation represents a substantial portion of international trade. Sustainable development of marine transportation requires systematic modeling and surveillance for maritime situational awareness. In this paper, we present an enhanced density-based spatial clustering of applications with noise (DBSCAN) method to model vessel behaviours based on trajectory point data. The proposed methodology enhances the DBSCAN clustering performance by integrating the Mahalanobis distance metric, which considers the correlation between the points representing vessel locations. This research proposes applying the clustering method to historical Automatic Identification System (AIS) data using an algorithm to generate a clustering model of the vessels’ trajectories and a model for detecting vessel trajectory anomalies, such as unexpected stops, deviations from regulated routes, or inconsistent speed. Further, an automatic and data-driven approach is proposed to select the initial parameters for the enhanced DBSCAN approach. Results are presented from two case studies using an openly available Gulf of Mexico AIS dataset as well as a Saint Lawrence Seaway and Great Lakes AIS licensed dataset acquired from ORBCOMM (a maritime AIS data provider). These research findings demonstrate the applicability and scalability of the proposed method for modeling more water regions, contributing to situational awareness, vessel collision prevention, safe navigation, route planning, and detection of vessel behaviour anomalies for auto-vessel development towards the sustainability of marine transportation.
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Shchodra, Olha. "THE SLAVIC AGE IN THE BALTIC SEA REGION: THE ECONOMIC RISE OF THE SLAV-INHABITED BALTIC SEACOAST IN THE EARLY MIDDLE AGES." Problems of slavonic studies, no. 68 (2019): 9–28. http://dx.doi.org/10.30970/sls.2019.68.3068.
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Abstract Background. The article attempts to explore the reasons of the economic rise in the Slav-inhabited Baltic Sea region, including the role of geographical factors; the impact of international trade on the economic development of the Slavic region; the role of the coastal Slavs in developing the Baltic trade routes as well as the network of river and land communications in Central and Eastern Europe. The paper mainly focuses on the participation of the Slavs in the formation of transcontinental trade routes and the development of trade between Europe and the Arab East. Purpose. To explore medieval written sources, archaeological sources and historical literature on the economic development of the Baltic Slavs; identify the main factors of their economic rise, including the establishment of cities and the development of trade. Results. The following conclusions are made in the article: the first early medieval cities in the southern Baltic were founded by the Slavs; as early as in the VII century in the Oder river basin alone there were about a hundred settlements in the lands of lutych tribes. The cities founded by the Slavs on the southwest coast of the Baltic were large trade centers such as Veligrad (ger. Mecklenburg), Volyn (ger. Yumna), Staryhrad (ger. Oldenburg), Kolobreg, Shchetin, Arkona and others. According to the German chronicler Adam Bremensky the Slavic city of Volyn located on the island at the mouth of the Oder river, was one of the largest early medieval cities in Europe and a major international trading center. The emergence of early cities was stimulated by economic development in the Baltic Slavic region, including agriculture and crafts. However, trade was the main factor in the economic rise of the Slav-inhabited Baltic sea region. The favorable geographical location contributed to the formation in its territory of a network of waterways and landways, which were branches of international trade highways. Contrary to established views of the Slavs as exclusively agricultural people, sources indicate that the main occupation of the coastal Slavs was trade. They also engaged in the maritime piracy, the centers of which were the islands of Fembra (ger. Femarn) and Ruyan (ger. Rügen). The coastal Slavic tribes were pioneers in paving the first trade routes and in developing international trade in the Baltic region. Trade activities of the coastal Slavs to a large extent ensured the establishment of trade links between different regions of Europe and the development of transcontinental trade between Europe and the Arab East. The transcontinental water and land routes passed through the lands inhabited by the Slavs (Slavonia). An important role in its development in the early Middle Ages also belongs to the Danube Slavs (the state of Samo, Great Moravia) and Rus. Key words: early Medieval Age, Baltic Slavs, obodrytes, lutyches, ruyans, international trade routes, trade with the Arab East.
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HARUTYUNYAN, Aghavni. "MIDDLE EAST AND NORTH AFRICA AS A PART OF CHINESE STRING OF PEARLS STRATEGY." Ezikov Svyat volume 18 issue 3, ezs.swu.v18i3 (2020): 60–71. http://dx.doi.org/10.37708/ezs.swu.bg.v18i3.6.
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Launched by Chinese President Xi Jinping in 2013, the One Belt, One Road initiative (OBOR), which consists of land (EBSR) and sea routes (MSR), aims to connect Asia and Europe through the Middle East, Africa and Central Asia. The MSR strategy focuses on creating Chinese strongholds or “naval posts” with military or geopolitical influence along the Indian Ocean littoral, the Persian Gulf and the Mediterranean Sea, called a “String of Pearls” - similar to the “Dual Use Logistics Facility”. It is related to Beijing’s need for geostrategic security of the “choke points” and maritime [oil and trade] routes critical of its development and based on China’s need to establish an increased level of influence and advanced presence along the sea routes through the use of investment, port development, economic, political, diplomatic and military means. China hopes to contribute to strengthening regional security on the southern gateway from the Indian Ocean to the Red Sea and the Suez Canal, one of the world’s biggest shipping lanes and a pivotal part of the MSR. Today the Chinese energy security policy has been militarized by creating a navy and deploying troops to protect and implement energy and infrastructure projects in the Middle East and North Africa region. It is an important hub for the two OBOR routes due to its strategic location at the intersection of land and sea roads connecting Asia, Africa and Europe, and the three most important economic maritime regions: the South China Sea, the Persian Gulf, and the Mediterranean Sea.
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Maró, Zalán Márk, Attila Jámbor, and Áron Török. "Possible routes of the chinese new silk road - can the V4 countries benefit?" Review on Agriculture and Rural Development 8, no. 1-2 (May 26, 2019): 168–74. http://dx.doi.org/10.14232/rard.2019.1-2.168-174.
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The Ancient Silk Road was created 2100 years ago during the Han Dynasty (I-II century BC) to promote trade between China and Europe. The road was more than 7,000 km long and served as a catalyst for development for many centuries. After the 15th century, the Silk Road – and, at the same time, China's dominant role – lost its significance due to geographical discoveries. The dramatic fall in technology and the cost of transportation has led to the Silk Road being forgotten today.
The New Silk Road Initiative (also named ‘One Belt, One Road’ concept) has been China's greatest economic effort ever, with the main objective of stimulating economic development in Asia, Europe and Africa. It consists of two parts: the Belt will rely on major cities along the route that will carry some kind of central economic and commercial functions; while the Road is based on large ports, which together will result in a safe and efficient logistics route.The concept would affect 64% of the world's population (4.4 billion people) and would cover 30% of the world's GDP ($ 21 trillion). In recent years, China's economic growth has slowed down, and Chinese goods have become more and more expensive to rely on their main competitive advantage, the low price. This trend points to the need to examine the possibilities of making the transport of goods more efficient. Asia-Europe rail trade accounts for between 3% and 3.5% of total trade between the continents. It follows that 95-96% of the trade between the two continents is carried out at sea. The exact routes of the New Silk Road Initiative have not yet been fully defined but will consist of several land and sea transport routes. We made a systematic literature review to identify the possible paths of the New Silk Road. The initial search obtained 1.739 entries across all databases, which ended up in 49 relevant publications, but in this study we used only 17 publications due to the specificity of the topicAccording to the majority of the literature, the New Silk Road would consist of three general land routes. The first land route from China to Central Asia and Russia would reach Europe through the Baltic Sea. The second route would run through Central-, West Asia, the Persian Gulf to the Mediterranean and Central Europe. This route would affect the V4 countries, especially Hungary. The third route would run through Southeast and South Asia to the Indian Ocean. The Maritime Silk Road would start from the coasts of China through the South China Sea and the Indian Ocean to Africa and Europe; as well as from the Chinese coastal ports through the South China Sea to the Pacific Ocean.
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Stahl, Peter W. "Selective Faunal Provisioning in the Southern Highlands of Formative Ecuador." Latin American Antiquity 16, no. 3 (September 2005): 313–28. http://dx.doi.org/10.2307/30042496.
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AbstractAnalysis of a large animal bone assemblage from the Formative archaeological site of Challuabamba in Ecuador’s southern highlands provides additional evidence for the existence of local and extra-local trade connections during the second millennium B.C. Previous archaeological research has established that Formative occupants of this highland region accessed various maritime and terrestrial routes for the long-distance exchange of exotic goods with different highland and lowland areas throughout the Andes. The Formative zooarchaeological record at Challuabamba clearly implicates the provisioning of select high yield body portions of deer and the importation of exotic taxa, or parts thereof most likely from lowland sources directly to the west. Taphonomic analyses and zooarchaeological identification of the Challuabamba assemblage offer additional corroborating evidence for the early operation of prehispanic trade systems in the Northern Andes.
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Cort, Louise Allison. "Container Jars from the Maenam Noi Kilns, Thailand: Use and Reuse along Maritime Trade Routes in Asia." Bulletin de l'Ecole française d'Extrême-Orient 103, no. 1 (2017): 267–96. http://dx.doi.org/10.3406/befeo.2017.6252.
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BAYIRHAN, İrşad, and Cem GAZİOĞLU. "New Maritime Trade Routes in the Arctic Region: one of the Strongest Alternative to the Suez Canal." International Journal of Environment and Geoinformatics 8, no. 3 (September 5, 2021): 397–401. http://dx.doi.org/10.30897/ijegeo.911179.
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Kusuma, Winanda, A. Cery Kurnia, and Rio Armanda Agustian. "SOUTH CHINA SEA: CONFLICT, CHALLENGE, AND SOLUTION." Lampung Journal of International Law 3, no. 1 (March 15, 2021): 51–62. http://dx.doi.org/10.25041/lajil.v3i1.2266.
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The South China Sea is a strategic marine area in terms of natural resource potential and international trade routes. For decades, territorial disputes have occurred with peaceful solutions from regional organizations, international courts, and even contributions from outside the claimant state. This paper examines the efforts made to contribute to a peaceful solution to disputed states of claims. The achievement of a peaceful solution, the shortcomings of the peaceful solution to the proposed peaceful solution's chronology. This research is normative juridical research that is historical descriptive in nature. The South China Sea Dispute arises from China's actions regarding its map of its maritime territories that do not comply with international maritime law. Regulations regarding the method of drawing deep-sea boundaries under international maritime law are violated in this act. Negotiation efforts in finding conflict solutions in regional organizations, state leadership meetings, informal meetings of claim state policymakers, and efforts to file claims by the Philippines at permanent court arbitration have been carried out. China's action that does not recognize the Philippine lawsuit decision poses a challenge to international maritime law and its member countries. A complete peaceful solution must be sought immediately when Softlaw and hard law must comply with the claiming state.
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Delis, Apostolos. "Seafaring Lives at the crossroads of Mediterranean maritime history." International Journal of Maritime History 32, no. 2 (May 2020): 464–78. http://dx.doi.org/10.1177/0843871420924240.
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This paper is about Seafaring Lives in Transition, Mediterranean Maritime Labour and Shipping, 1850s–1920s (SeaLiT), an international research project funded by the ERC Starting Grant 2016. SeaLiT started in February 2017 and has a duration of five years. The project explores the transition from sail to steam navigation and its effects on seafaring populations in the Mediterranean and the Black Sea between the 1850s and the 1920s. In the core of the project lie the effects of technological innovation on seafaring people and maritime communities, whose lives were drastically altered by the advent of steam. The project addresses the changes through the actors, seafarers, shipowners and their families, focusing on the adjustment of seafaring lives to a novel socio-economic reality. It investigates the maritime labour market, the evolving relations among shipowner, captain, crew and their local societies, life on board and ashore, as well as the development of new business strategies, trade routes and navigation patterns. The project offers a comparative perspective, investigating both collectivities and individuals, on board the ships and on shore in a number of big and small ports from Barcelona up to Odessa, in the Black Sea.
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Hananto, Pulung Widhi Hari, and Rahandy Riski Prananda. "SUCCESS STORY TO ERADICATE THE MARINE POLLUTION IN INTERNATIONAL STRAIT OR STRAIT FOR INTERNATIONAL TRADE." CREPIDO 2, no. 2 (November 29, 2020): 97–110. http://dx.doi.org/10.14710/crepido.2.2.97-110.
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Marine pollution has a significant impact on the waters of the coastal states, especially in the strait routes used for international trade. The traffic density of large ships which is not proportional to the wide geographical conditions, makes the Strait of Malacca a potential area that is prone to high marine pollution. This article aims to examine the use of the Marine Electronic Highway in the Malacca Strait and the success story which is applied to the territorial waters of other countries that have the same conditions. The results of the study show that in the Dover strait region, the French and British Governments are collaborating by investing in infrastructure to regulate the navigation of these areas. Meanwhile, at The Torres Straits, the Australian Government implemented a Pilotage policy by requiring ships passing through to pay a maintenance fee of 3% for the conservation of the waterways and security zones. However, the Indonesian and Malaysian governments had to negotiate beforehand to determine the delimitation of their respective maritime boundaries in Malacca Straits.
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Acri, Andrea. "The Place of Nusantara in the Sanskritic Buddhist Cosmopolis." TRaNS: Trans -Regional and -National Studies of Southeast Asia 6, no. 2 (July 2018): 139–66. http://dx.doi.org/10.1017/trn.2018.5.
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AbstractThis article synthesizes and links together evidence published thus far in secondary literature, in order to highlight the contribution of Nusantara to the genesis and circulation of various forms of Sanskritic Buddhism across Asia from the fifth to the fourteenth century. It places particular emphasis on its expansion via maritime routes. Archaeological vestiges and textual sources suggest that Nusantara was not a periphery, but played a constitutive, Asia-wide role as both a crossroads and terminus of Buddhist contacts since the early centuries of the Common Era. Sumatra, Java, and the Malay Peninsula hosted major centres of Buddhist worship and higher learning that were fully integrated into the trans-Asian maritime network of trade, diplomacy, and pilgrimage. Frequented by some of the most eminent Buddhist personalities of their times, who prompted doctrinal and cultic developments in South and East Asia, Nusantara may have exerted an influence on paradigms of Sanskritic Buddhism across Asia, rather than being a passive recipient of ideas and practices.
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Zhong, Hui, and Michael White. "South China Sea." Asia-Pacific Journal of Ocean Law and Policy 2, no. 1 (June 7, 2017): 9–24. http://dx.doi.org/10.1163/24519391-00201003.
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The South China Sea is a maritime space where States have overlapping claims and unsettled maritime boundaries. While driven by territorial competition for ownership of some of the islands, the core contradictions are more related to freedom of navigation. This sea is one of the world’s most important shipping, trade and energy routes, a rich potential source of sub-sea oil and gas and a major fisheries area. The Republic of the Philippines v The People’s Republic of China Arbitral Tribunal Decision of 12 July 2016 1 (the arbitral ruling) under the United Nations Convention for the Law of the Sea 1982 heightened the tensions in the area but they had previously been long standing and it merely escalated the concern that the tensions would impede or even halt regional and global commerce. This article focuses on the importance of the South China Sea and argues that if the South China Sea issue is not handled properly, it would be damaging to the exporting and the importing countries in this region in particular and worldwide trade in general. There has already been a negative impact on economic cooperation and the long term development in Southeast Asia and further tensions could be highly damaging for all of the countries concerned.
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Niemeijer, Hendrik E. "MARITIME CONNECTIONS AND CROSS-CULTURAL CONTACTS BETWEEN THE PEOPLES OF THE NUSANTARA AND THE EUROPEANS IN THE EARLY EIGHTEEN CENTURY." Jurnal Sejarah Citra Lekha 1, no. 1 (February 27, 2016): 3. http://dx.doi.org/10.14710/jscl.v1i1.11856.
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In this paper, I would like to discuss two extraordinary tales of two rather ordinary individuals in the service of the Dutch East India Company (henceforth: VOC), the first a Dutchman, Jacob Janssen de Roy, and the second a German, Georg Naporra (1731-1793). It is important to understand that all cross-cultural contacts between the peoples in the archipelago and westerners depended on seaborne trade and the vessels which plied the maritime routes. This was the only means of transportation and communication. As a consequence, cross-cultural contacts took place mainly in the port cities and coastal trading outposts. This can be clearly seen in the cases of our two ordinary Europeans: Jacob de Roy and Georg Naporra.
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Verne, Julia. "The Ends of the Indian Ocean: Tracing Coastlines in the Tanzanian “Hinterland”." History in Africa 46 (April 12, 2019): 359–83. http://dx.doi.org/10.1017/hia.2019.11.
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Abstract:In recent years, several attempts to revitalize Area Studies have concentrated on oceans as the unifying force to create regions. In this respect, the Indian Ocean has become a prime example to show how economic as well as cultural flows across the sea have contributed to close connections between its shores. However, by doing so, they not only seem to create a certain, rather homogeneous, Indian Ocean space, they often also lead to a conceptual separation between “coast” and “hinterland,” similar to earlier distinctions between “African/Arab” or “East/Central Africa.” In this contribution, so-called “Arab” traders who settled along trade routes connecting the East African coast to its hinterland will serve as an empirical ground to explore and challenge these boundaries. Tracing maritime imaginaries and related materialities in the Tanzanian interior, it will reflect on the ends of the Indian Ocean and the nature of such maritime conceptualizations of space more generally. By taking the relational thinking that lies at the ground of maritimity inland, it wishes to encourage a re-conceptualization of areas that not only replaces a terrestrial spatial entity with a maritime one, but that genuinely breaks with such “container-thinking” and, instead, foregrounds the meandering, fluid character of regions and their complex and highly dynamic entanglements.
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Quyet, Luu Van, and Phan Thi Anh Thu. "Con Dao’s Geo-Economic and Geopolitical Position: Approaching From the Competition Between Western Countries (XVII - XIX Centuries)." Research in World Economy 12, no. 1 (January 4, 2021): 226. http://dx.doi.org/10.5430/rwe.v12n1p226.
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Thanks to the characteristics of an archipelago consisting of many small islands in the East Sea, separated from the mainland, Con Dao has a particularly essential position in politics, military, and economy for Vietnam and many countries in history and present. Due to the abundance and diversity of natural resources, it was located in an important position on international trade routes, since the middle period, Con Dao was not only a favorable place to build centers trade or transshipment warehouse linking the East with the West but also helps to link and shorten the journey to countries within Asia. In the strategic vision of Western countries (from XVII century), Con Dao is an essential point in trade activities, contributing to control and domination of the maritime route from the Pacific to the Indian Ocean as well as to ensure the exclusive right to exploit and accumulate capital in this area. Thus, in the XVII and XIX centuries, both Britain and France competed to monopolize Con Dao towards the goal of gaining an economic and political advantage in the strategy of expanding the sphere of influence outside Europe. Through the interpretation of the Western countries’ competition to monopolize Con Dao, this article aims to clarify the unique geo-economic and geopolitical position of this archipelago; thereby, there is a connection between the role and position of Con Dao in Vietnam’s development strategy in the current context.
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Danilova, Iryna. "Regarding certain historical and legal preconditions for the formation and development of transport law." Law Review of Kyiv University of Law, no. 2 (August 10, 2020): 269–73. http://dx.doi.org/10.36695/2219-5521.2.2020.50.
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The article examines some historical and legal prerequisites for the formation and development of transport law as a complexbranch of law. It is emphasized that the regulation of transport activities in the ancient and medieval world was carried out mainlythrough trade and maritime customs, and points to the application of legal customs in transport law today.Transport law is a complex branch of law, and depending on the prevailing legal relationship, it can be considered as part of civil,commercial or administrative law. There was no separate school of transport law in the former USSR and Ukraine. Today, research onthe problems of transport law and the development of proposals to overcome them are carried out by scientists belonging to the scientificschools of commercial, civil and administrative law. Within these schools, there are separate groups of scientists or research departmentsthat carry out research to improve transport legislation.In transport law, the regulation of shipping and maritime trade developed first of all. It was there that the first legal customsappeared. Among the legal customs used in transport law, port customs (customs of the port) stand out.In Russia, trade was conducted mainly by river and sea “from the Vikings to the Greeks”, which ran from the Scandinavian Peninsula,the Baltic Sea, the Dnieper and the Black Sea to Byzantium. Thanks to this trade route, the inhabitants of Kievan Rus built boatsand developed a transport system. In addition to sea and river routes, the territory of modern Ukraine was a land route from Asia toEurope, stretching from southeast to northwest of our country – the legendary “Aryan route”, which according to some historians thousandsof years ago from the Indian subcontinent to Western and Northern Europe came the Aryan tribe, which gave development to theEuropean peoples.
The possibility of applying port customs is provided by Art. 78 of the Code of Merchant Shipping of Ukraine. In addition to ports,the customs of merchant shipping are widely used. For example, in accordance with Art. 6 (concerning the permission to include in theagreements provided by the Code of Merchant Shipping of Ukraine, conditions on application of foreign legislation and customs ofmerchant shipping in case the parties may deviate from its rules in accordance with the current Code); art. 71 (in emergency cases, whenthe vessel has to be on the high seas for a long time and the body of the deceased cannot be saved, the captain of the vessel has the rightto give the body to the sea according to maritime customs, about which the corresponding act is made and the corresponding record ismade; Art. 146 (cargo is placed on the ship at the discretion of the captain, but can not be placed on deck without the written consentof the sender, except for cargo, the carriage of which on deck is allowed in accordance with applicable rules and customs); art. 293(concerning the possibility of determining the type of accident, calculating the size of the general accident and compiling the dispatchby the dispatcher in conditions of incompleteness of the law) of the Merchant Shipping Code of Ukraine of May 23, 1995.
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Oanta, Gabriela A. "In the Search of an Appropriate Legal Framework to Prevent Environmental Risks Caused by Navigation in the Black Sea." International Community Law Review 19, no. 2-3 (June 13, 2017): 194–230. http://dx.doi.org/10.1163/18719732-12341354.
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This article addresses the legal framework pertaining to navigation in the Black Sea (including the Turkish Straits System) – which is currently one of the busiest trade routes globally – and its implications for the protection and preservation of the marine environment in this region. This framework is a comprehensive and complex system that is based, on the one hand, upon norms established by different global diplomatic conferences and international organizations that are therefore also applicable to the Black Sea and its coastal States; on the other hand, the regional cooperation fora for the Black Sea have also created specific standards for the region. In addition, the implications of the delimitation of maritime areas in the Black Sea and the international responsibility of States in the field of marine pollution caused by navigation will also be examined.
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Raspopina, Alena. "The Northern Sea Route in Political and Economic Frame of Reference in the 17th and Early 20th Century." Journal of Economic History and History of Economics 22, no. 2 (June 7, 2021): 248–78. http://dx.doi.org/10.17150/2308-2488.2021.22(2).248-278.
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The article considers the influence of economic and political factors on development of the state policy on the Northern Sea Route and its effective use. The success that Russia reached in the foreign policy, has determined the cautiousness or openness of its actions in the Arctic Seas. The article briefly describes the navigational and hydrographical traffic conditions in the Arctic Seas, the dangerous areas for sailing are noted in the text, as well as the new attempts that Russia made to establish navigation in the area. The intense activity in the North Polar Region, including research activity, was determined by economic interests, such as opportunities for maritime trade and transport routes development, as well as political interests, which include defense of own territories and development of new lands. The research is based on valuable sources of information on the North Polar Region, one of which is European and Russian geographical maps of the18th and 19th centuries, which managed to cover many blank spots, that resulted in delineating a clearer Arctic shoreline of Russia. Although the Northern Sea Route could hardly become a major transport channel due to the severe natural conditions, Russia tried to sustain its influence and defend its territories, especially when real threats to its national interests in the Arctic region arose.
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Schottenhammer, Angela. "East Asia’s Other New World, China and the Viceroyalty of Peru: A Neglected Aspect of Early Modern Maritime History." Medieval History Journal 23, no. 2 (May 11, 2020): 181–239. http://dx.doi.org/10.1177/0971945819895895.
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At least officially, the Chinese government showed little to no interest in the Asia-Pacific region. We also know very little about Chinese state interference except for attempts to fight against piracy in the Southeast Asian waters. This article will consequently address and survey a neglected aspect of China’s maritime history, namely China’s (indirect) relationship with the Viceroyalty of Peru, its capital Lima (= Ciudad de los Reyes), and its port of Callao, and with the ‘silver centre’ in the Spanish Indies—the Villa Imperial (= Potosí), in the hinterlands of the Viceroyalty of Peru. These active, but at first sight less obvious and frequently neglected parts of the trans-Pacific trade, I would like to call ‘the other New World’. The article introduces a variety of micro-historical bottom-up insights into connections between two places that at first sight seem related to each other only through the shipments of huge quantities of silver from the Cerro Rico in Potosí via Acapulco and Manila to China, in exchange for Chinese silks and porcelains, looking specifically at some micro networks, contraband, informal, accidental, and undesired exchanges. It offers preliminary results and a general framework and survey of trade connections, routes and information on the variety of Chinese products that reached Peru.
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Munro, John H. "The Low Countries' Export Trade in Textiles with the Mediterranean Basin, 1200–1600: A Cost-Benefit Analysis of Comparative Advantages in Overland and Maritime Trade Routes." International Journal of Maritime History 11, no. 2 (December 1999): 1–30. http://dx.doi.org/10.1177/084387149901100203.
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