The Founding of Yaxuná

Maya E Groups ◽  
2017 ◽  
Author(s):  
Travis W. Stanton
Keyword(s):  
High Frequency ◽  
Northern Coast ◽  
Maya Lowlands ◽  
Trade Routes ◽  
Salt Flats ◽  
Trade Route

This chapter reviews the evidence for E Groups in the northern Maya lowlands with an emphasis on the site of Yaxuná, Yucatán. Data indicate that E Groups in Yucatán and northern Campeche are distributed along Middle (1000–350 BCE) and Late Preclassic (350 BCE–0 CE) period trade routes between the northern salt flats and the southern lowland kingdoms. Excavations at the E Group at Yaxuná reveal similar patterns of deposition compared to southern lowland E Groups as well as a high frequency of ceramics from Petén. These data suggest that Yaxuná was founded and/or allied with southern lowland kingdoms to control an interior trade route to the northern coast.

Visitors to Leuke Island

2021 ◽  
Vol 27 (2) ◽  
pp. 193-267
Author(s):  
Mikhail Abramzon ◽  
Irina Tunkina
Keyword(s):  
Black Sea ◽  
Geographical Range ◽  
Northern Coast ◽  
Trade Routes ◽  
The Balkans ◽  
Meeting Point ◽  
Magna Graecia ◽  
Classical World ◽  
New Information ◽  
Economic Ties

Abstract This article is the publication of the plates compiled by N.N. Murzakevich, secretary of the Odessa Society for History and Antiquities. It contains tracings of 241 Classical coins and lists of coin finds from the island of Fidonisi (known as Leuke in antiquity), which had been excavated in the 1840s and early 1850s. Recent data have led to a doubling of the list of Greek centres (up to 202) and the rulers of a number of states and peoples, whose coins made their way to the island. Details of these finds and the dates of the emissions illustrate clearly the development and chronological framework of the religious and economic ties between the northern coast of Pontus with the various regions of the Classical oikumene. The geographical range of the coin finds (from Magna Graecia, Sicily and the Levant to the Aegean, the Balkans, the Pontic region and Asia and as far away as Mesopotamia) demonstrates that the sanctuary of Achilles on the island of Leuke situated at a meeting point of Black Sea trade routes, enjoyed enormous popularity in the Classical world. The publication of these plates compiled by N.N. Murzakevich makes available new information on the maritime trade in the Pontus area between the 5th century BC and the 5th century AD.

Emission savings through a re-scheduling of maritime services: possible implications for the Mediterranean ports

2012 ◽  
pp. 113-130
Author(s):  
Claudio Ferrari ◽  
Alessio Tei
Keyword(s):  
Scientific Literature ◽  
Far East ◽  
Environmental Cost ◽  
Maritime Transport ◽  
North African ◽  
Trade Routes ◽  
The North ◽  
Alternative Scenarios ◽  
Trade Route ◽  
Transport Emissions

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.

scholarly journals Kendari Port Development: The Meeting Point of Shipping and Trade Route in East Coast of Sulawesi, 1831-1945

2019 ◽  
Vol 2 (2) ◽  
pp. 75
Author(s):  
M. Mulki Mulyadi Noor
Keyword(s):  
East Coast ◽  
Primary Source ◽  
Colonial Period ◽  
Secondary Source ◽  
Japanese Occupation ◽  
Port Development ◽  
Trade Routes ◽  
Trade Route ◽  
Colonial Government

This article analyses the ups and downs of Kendari port development since 1831 until Japanese occupation ended in Indonesia. This study tries to place Kendari port as the main port with areas that become the link of traditional and modern trade routes at the east coast of Sulawesi. Moreover, Kendari has become Collecting Center port since the 16th century, therefore, the connectivity between Kendari port and other regions is quite close. This study used primary source in the form of official record of the colonial government and secondary source in the form of publication related to the topic of the study. The study found that traditionally the trade relation of Kendari port with other regions originated from two routes, namely Wawonii island and Bokori island, while in the colonial period the role of the Dutch government made Kendari as a modern port so that the port developed rapidly as one of the links for KPM shipping and trade and Bugis traders who were still active until the 20th century. This role continued in Japan, but it was no longer a trading port, but as a Japanese naval base.

FROM THE HISTORY OF COMMERCIAL RELATIONS IN THE STATE OF AMIR TEMUR AND THE CHINESE (MIN) EMPIRE

2021 ◽  
Vol 4 (10) ◽  
pp. 67-73
Author(s):  
Sardor N. Kenzhaev ◽  
Keyword(s):  
Comparative Analysis ◽  
World Trade ◽  
The State ◽  
Trade Routes ◽  
Economic Relations ◽  
Trade Relations ◽  
Historical Literature ◽  
The People ◽  
History Of ◽  
Trade Route

This article discusses trade relations with China during the reign of Amir Temur, a blow to the northern trade route bypassing the people of the Chigatay ulus and the wider participation of southern cities in world trade and economic relations between the state of Amir Temur and the Chinese (Minsk) dynasty, relations were carried out in mainly through East Turkestan, the trade routes passing through this region and the characteristics of the roads were analyzed. Also, a comparative analysis of historical literature data highlights the main trade products related to the value of silk, tea, porcelain in the state of Amir Temur's horses in China

Śrīvijaya

2021 ◽  
pp. 401-429
Author(s):  
John N. Miksic
Keyword(s):  
Nineteenth Century ◽  
The Netherlands ◽  
East Africa ◽  
Eleventh Century ◽  
Southern India ◽  
Trade Routes ◽  
East Indies ◽  
Unusual Position ◽  
Netherlands East Indies ◽  
Trade Route

The name Śrīvijaya, found in inscriptions in Sumatra and references in Chinese, Indian, and Arabic sources, was first recognized as that of a kingdom in 1918. From a capital in south Sumatra, Śrīvijaya exercised influence over a string of ports from south Thailand to west Borneo and possibly Java from the late seventh to eleventh century. In 1025 the capital Palembang was overthrown by an invasion from the Chola kingdom of southern India, but Palembang remained an influential port-polity until it was incorporated into the Netherlands East Indies in the nineteenth century. This empire flourished due to its position on the maritime trade route between East, Southeast, South, and West Asia as well as East Africa. As an empire based on control of trade routes rather than land, it occupies an unusual position in the study of empires.

scholarly journals People’s Knowledge of Illegal Chinese Pangolin Trade Routes in Central Nepal

2020 ◽  
Vol 12 (12) ◽  
pp. 4900
Author(s):  
Sandhya Sharma ◽  
Hari Prasad Sharma ◽  
Hem Bahadur Katuwal ◽  
Chanda Chaulagain ◽  
Jerrold L. Belant
Keyword(s):  
Protected Area ◽  
Economic Status ◽  
Illegal Trade ◽  
Community Based ◽  
Conservation Area ◽  
Trade Routes ◽  
Central Nepal ◽  
Working Age ◽  
Trade Route ◽  
Conservation Plans

Chinese pangolin populations are declining globally due to illegal wildlife trades in its range countries, especially China and Vietnam, where the largest markets for this species exist. Identifying the trade routes is crucial for developing conservation plans for the pangolin and understanding the attributes of the individuals involved in the illegal trade. We aimed to identify local trade routes and the socio-economic status of people involved in pangolin trades from the Gaurishankar Conservation Area [a Protected Area (PA)] and the Ramechhap district [a non-Protected Area (non-PA)] of Nepal. We found that pangolin traders were typically poor, illiterate, unemployed, male, and of working age (17–40 years old). Confiscation rates of pangolin parts were higher in non-PAs than Pas as the illegal trade routes seemed to differ between the PAs and non-PAs. From 2014 to 2018, the prices of pangolin scales in PAs and non-PAs increased by 50% and 67%, respectively. Our results highlight locals facilitating the trade of pangolins, therefore we recommend the need for other income generating sources such as ecotourism or providing incentives to promote local industries as well as to establish Community Based Anti-Poaching Units among range countries and trade route countries to control the trade of this globally threatened species.

Salinas De Los Nueve Cerros, Guatemala: A Major Economic Center in the Southern Maya Lowlands

2015 ◽  
Vol 26 (2) ◽  
pp. 162-179 ◽  
Author(s):  
Brent K.S. Woodfill ◽  
Brian Dervin Dillon ◽  
Marc Wolf ◽  
Carlos Avendaño ◽  
Ronald Canter
Keyword(s):  
Classic Period ◽  
Raw Material ◽  
Maya Lowlands ◽  
Working Zone ◽  
Economic Role ◽  
Sedentary Population ◽  
History Of ◽  
Trade Route ◽  
Administrative Structures ◽  
The City

Salinas de los Nueve Cerros is a precolumbian Maya city located at the base of the highlands in the lowlands of west-central Guatemala. It is the only Classic-period center in the southern Maya Lowlands that based its economy on the production of an important raw material for export: salt. Because of its economic role and its location along a major trade route, Salinas de los Nueve Cerros had a particularly long history of occupation. The site has evidence of a large sedentary population starting during the Middle Preclassic (by ca. 800 B.C.) that continued several hundred years beyond the Classic collapse, before finally being abandoned ca. A.D. 1200. The salt source was located in the center of the city. This presents a rare opportunity to test the degree of elite control over the production of a non-elite resource. Production during the Classic period does appear to have been tightly controlled by elites, as evinced by the presence of multiple administrative structures and elite tombs throughout the salt-working zone, located less than 100 mfrom the site epicenter.

scholarly journals Problems of formation and development of the modern Russian economy on the evolutionary and institutional basis of the Russian statehood

2021 ◽  
pp. 149-162
Author(s):  
Kobiljon Kh. Zoidov ◽  
◽  
Alexey A. Medkov ◽  
Keyword(s):  
Economic Development ◽  
Economic Analysis ◽  
Evolutionary Development ◽  
Trade Routes ◽  
Islamic World ◽  
Russian Economy ◽  
Caspian Water ◽  
Socio Economic Development ◽  
Trade Route ◽  
Political Economic

The research is aimed at identifying, describing and analyzing the problems of the formation and development of the modern Russian economy on the evolutionary and institutional basis of the Russian statehood and developing recommendations for the implementation of a promising state foreign and domestic economic policy. Goal. On the basis of historical and economic analysis, to identify the ways of further socio-economic development of Russia, the directions of the revival and strengthening of the Russian statehood, by activating the transport and transit direction «North-South», the formation of innovative and industrial belts of trade routes of the XXI century, connecting the country with the Islamic world. Tasks. Conducting historical and economic analysis of the evolutionary and institutional foundations of Russian statehood, forms of interstate and corporate partnership in the development, functioning and development of global trade routes in a broad sense. Substantiation of the Norman-Islamic theory of the origin of the Ancient Russian statehood based on the analysis of historical facts, as well as the logic of the origin, functioning and evolutionary development of trade routes. Identify the main areas of interaction and socio-economic development of Russia and the countries of the Islamic world and develop recommendations for political, economic, organizational and institutional changes. Methodology. The research uses the methods of evolutionary and institutional theory, the theory of production-technological balance, world system analysis and historical approach. The results of the study are based on the theory of transit economy developed by the authors, modeling the functioning of trade routes, and understanding the processes of formation and evolution of Global Eurasia. Results. It is determined that Islam became the state-forming factor of Ancient Russia through the displacement, the formation of new and the development of trade routes operated by the Normans. Three directions of the influence of the Islamic world on the formation of a united Ancient Russian state are identified: the search for new routes to Byzantium by the Normans after the expansion of the Arab Caliphate in North Africa and the Iberian Peninsula; establishment of direct relations with the Arab Caliphate along the Volga-Caspian water trade route; adoption of Islam by the neighbors of Ancient Russia - the Volga Bulgars, who have close trade relations with the Arab Caliphate and control the Volga-Caspian water trade route. Conclusions. The revival of modern Russia should and will be based on the functioning and evolutionary development of trade routes in the direction of «North-South» by establishing, expanding and strengthening contacts with the Islamic world. The creation and development of the Norman-Aryan Trade Route of the XXI century and its vast innovation and industrial belt should become a global political, economic, industrial and technological direction for ensuring interaction and socio-economic development of Russia and the countries of the Islamic world.

scholarly journals TRADE DURING PRE-SRIWIJAYA (4th–5th Centuries AD)

2011 ◽  
Vol 31 (1) ◽  
pp. 57-73
Author(s):  
Triwurjani Triwurjani
Keyword(s):  
International Trade ◽  
East Coast ◽  
Buffer Zone ◽  
Natural Landscape ◽  
Trade Routes ◽  
Gold Jewelry ◽  
Tidal Swamp ◽  
Trade Route ◽  
Early Century ◽  
Made In

Since early century AD until 5th century AD South Sumatra had been inhabited by communities that were composed in solid social integrations in form of local chiefdoms. Researches concluded that in 4th century AD there were settlements of communities in the East coast of Sumatera. It was believed that these communities had made cantacts with India and Chinese traders, as well as with traders from other countries, Karang Agung Site is one of the sites that had been inhabited by humans during the above period. It is located in South Sumatra in the east coast of Sumatra. There are a number of variables that show the importance of this site, they are: its location which was near water (Musi tributary, moats); the existence of boat stake and various artifacts that were assumed to be trade commodities (stone and glass beads, fine-paste pottery, gold jewelry in forms of earrings and rings) and remains of a boat; its location in international trade route. According to Van Leur, one of the two main trade routes in Asia is the “silk road” that covers China, India and up to Europe. It passed through Central Asia, Turkistan, and the Mediterranean Sea, which had contacts with Indian travelers/traders. This paper is made in an attempt to re-emphasize the existence of the site of Karang Agung, which is based on its natural landscape that was a tidal swamp with very limited sources of fresh water. Despite all that, its inhabitants were very advanced in the field of trade. There must have been some factors that forced this area to become the buffer zone in an international trade route between the open seas and the interior areas.

Economic Opportunities in One Belt One Road (OBOR) Project and Turkey's Position

2021 ◽  
pp. 373-404
Author(s):  
İlteriş Turan ◽  
Güner Koç Aytekin
Keyword(s):  
Roman Empire ◽  
Silk Road ◽  
Trade Routes ◽  
Economic Opportunities ◽  
One Belt One Road ◽  
The World ◽  
Trade Route ◽  
Short Time ◽  
The Silk Road ◽  
Historic Silk

After a short time from the discovery of silk by China, it had become a status symbol in the world, and it reached up to the Roman Empire. This created trade routes and they were called the “Silk Road.” The goods that came to the Mediterranean through this historical trade route were distributed to the world through Mediterranean ports. However, invention of compass by China paved the way for geographical discoveries and new trade routes were found as a result of these discoveries. These developments reduced importance of the Silk Road. Approx. 500 years later, China became a manufacturing center as a result of its trade with the West. This situation reminded China of the “Historic Silk Road,” and they announced the project under the name of One Belt One Road to the world in 2013, which is essentially a modern version of the “Historic Silk Road.” Economic Opportunities In Obor Project will be analysed in this study.

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