Coastal Trade Research Articles

Corruption-Growth Nexus in SAARC Nations: A Panel Autoregressive Distributed Lag Model (ARDL) Landscape

Purpose: This study aims to analyze the dynamic impact of corruption on the economic growth of SAARC nations (Afghanistan, Bangladesh, Bhutan, India, Maldives, Nepal, Pakistan and Srilanka) using the data between 2002-2022. This study is also devoted on the determination of the impact of foreign direct investment and trade of coastal countries on the overall economic growth of SAARC nations. Research Methods: It employed panel ARDL (Autoregressive Distributed Lag) method without location dummy, with location dummy and, with interaction variables such as coastal FDI (Foreign Direct Investment) and coastal TR (Trade) along with the Dumitrescu-Hurlin (D-H) test of causality to explain the nature of data econometrically. Results: Results of the findings show that corruption does not have any significant effect on the economic growth of SAARC nations in the shortrun, however, corruption has found to impede the economic growth in the long-run significantly. One unit increase in control of corruption leads economic growth to decrease by 45.09 units and 22.91 units respectively (with dummy and with interaction variables). Moreover, the GDPPC (Gross domestic product per capita) of coastal countries is found to be 653.93 units more than that of landlocked countries. D-H test result shows the existence of no causal relationship between economic growth and corruption in the short-run, but corruption has a bidirectional causal relation with dependency ratio. Implications: The paper will provide a fruitful enquiry both in theory and methodology for researchers, academicians, and students to further their studies in the same field. Originality- It stands for a theoretical basis and strategies founded on the analyzed links between the variables. Keywords: Corruption, economic growth, location dummy, panel ARDL and D-H test

Cultural and Trade Interaction between Champa and India: A Historical Analysis

In the history of humankind, maritime economic and trade connections always play an important role in development. The sea trade routes contributed part towards the development of cultures, diplomatic ties, and cooperation between nations. In Asia, the Champa maritime space used to be very significant for the connection of Southeast Asia with the markets in Northeast Asia and Southwest Asia. As a group of islands in Central Vietnam, the Cham Islands (Vietnamese: Cù Lao Chàm) kept an extremely significant position in the Southeast Asian coastal trade route. At the same time, it had a close linkage with other sea routes running across Insular Southeast Asia. Over many centuries, the Cham Islands were known as an outport of the port town by the estuary of the great kingdom of Champa, which was an extremely important trade port of the maritime polity of Champa. Using an interdisciplinary and multifaceted approach, the paper focuses on analysing the role and position of the Cham Islands in the East Asian trade and transportation networks, highlighting the regional and inter-regional linkage, describing the characteristics of the Cham Islands as an outport, an island port, and a multi- functional port, and interpreting changes in the role and functions of the Cham Islands during the maritime history of the kingdom of Champa and the period under the reign of the Nguyen lords in Đàng Trong (lit. Inner land, the region in Central to South Vietnam, which was later enlarged to become Cochinchina) from the 16th to the 18th century.

The Shipping Interests of the Beckwith Family of Colchester, 1816–1919

This article endeavours to construct the history of the Beckwith family and their various partners in a shipping business which, in various forms, operated out of the port of Colchester from 1816 to 1919. The family’s interests began with Joseph Beckwith, a master mariner on the coastal trade. Through his connections with shipowners, his sons also entered the trade. Benjamin Beckwith was a master mariner and in the 1840s began to take shares in ships. In turn his son, Joseph Hawkins Beckwith, invested heavily in the shipping business and through a network of business associates established the firm of Mills and Beckwith around 1860. This evolved into Beckwith and Marriage in 1880, and then from 1882, Beckwith & Co. The business was primarily focussed on the coastal trade, operating sailing barges and, from 1880, small steamers. The business contracted in the 1910s and did not survive the First World War. The history of Beckwith & Co. sheds light on the coastal trade, which has been poorly treated by historians. It was a small but crucial part of the maritime and commercial infrastructure of Britain in the late nineteenth and early twentieth centuries.

Global Competitiveness of Trade in the West Coast of Sumatra from the Perspective of the Agglomeration of Economic Approach

The main aim of this study is to analysed the pattern of agglomeration of trade flows in the city of Padang and Teluk Bayur Port with the regencies and cities along the west coast of Sumatra, as well as the factors that influence them. How competitive is trade flow with the West coast region compared to the East coast of Sumatra. The analytical approach used is spatial econometrics, especially the spatial lag model and spatial error model. The data used is the volume of loading and unloading of inter-island and foreign ships at Teluk Bayur Port and other districts and cities in 133 areas on the West Coast and 155 districts and cities in the economic corridors of Sumatra. The results showed that the West Coast trade flow variable had no significant effect on the existence of Padang City as the centre of economic agglomeration in the economic corridor area of Sumatra. Our findings are that trade flows in the city of Padang have not been able to encourage economic agglomeration in regencies and cities on the West Coast of Sumatra, on the contrary there are connections with regencies and cities in the economic corridors of the East Coast of Sumatra. Therefore, to accelerate the process of economic agglomeration through trade flows, joint policies are needed with the agricultural sector in the Sumatran economic corridor in facing global market competition, as well as strengthening inter-regional internal markets in the Sumatra corridor, agricultural commodity transactions between regencies and cities in the Sumatran economic corridor which must be strengthened, so as to be able to compete in a competitive global market.

Global Competitiveness of Trade in the West Coast of Sumatra from the Perspective of the Agglomeration of Economic Approach

The main aim of this study is to analysed the pattern of agglomeration of trade flows in the city of Padang and Teluk Bayur Port with the regencies and cities along the west coast of Sumatra, as well as the factors that influence them. How competitive is trade flow with the West coast region compared to the East coast of Sumatra. The analytical approach used is spatial econometrics, especially the spatial lag model and spatial error model. The data used is the volume of loading and unloading of inter-island and foreign ships at Teluk Bayur Port and other districts and cities in 133 areas on the West Coast and 155 districts and cities in the economic corridors of Sumatra. The results showed that the West Coast trade flow variable had no significant effect on the existence of Padang City as the centre of economic agglomeration in the economic corridor area of Sumatra. Our findings are that trade flows in the city of Padang have not been able to encourage economic agglomeration in regencies and cities on the West Coast of Sumatra, on the contrary there are connections with regencies and cities in the economic corridors of the East Coast of Sumatra. Therefore, to accelerate the process of economic agglomeration through trade flows, joint policies are needed with the agricultural sector in the Sumatran economic corridor in facing global market competition, as well as strengthening inter-regional internal markets in the Sumatra corridor, agricultural commodity transactions between regencies and cities in the Sumatran economic corridor which must be strengthened, so as to be able to compete in a competitive global market.

The Indian Community in Zanzibar 1804-1856: A Historical Study

This study sheds light on the Indian community that settled on the island of Zanzibar when it was part of the Sultanate of Oman, specifically between 1804 and 1856 under Sayyid Sa‘id bin Sultan al-Busa‘idi. Sayyid Sa‘id did his best to improve conditions for Indians in the sultanate, exempting them from all types of taxes and giving complete freedom to non-Muslim Indians to practice their religions. He some Indians to work for him personally, and they became his most trusted associates. He recruited them to finance-related positions, particularly as Arabs had not exhibited sufficient skill in this field. In the areas he held in East Africa, Busa‘idi entrusted customs administration to Hindus. Indian merchants acted as an intermediary in coastal trade between European and local merchants in Zanzibar, and they participated in the slave trade. They put their capital to work in various commercial enterprises, especially mortgages for Arab-owned properties. These Arabs did not have sufficient capital to fund their commercial activities, so they mortgaged many of their properties for loans from the capitalist Indian moneylenders. Because the Indians charged high interest rates for these mortgages, the Arabs became buried in debt. Much of their property was gradually transferred to the Indian merchants, who succeeded over time in gaining control of most commercial projects on the coast, surpassing their Arab counterparts. Many of them became extremely wealthy thanks to their outstanding ability to accumulate wealth and their skills in finance and accounting. The customs fees and their good command of Arabic and Swahili also helped.

A Brief Introduction to the Generation, Characteristics, and Influence of Shanghai Pidgin on Language and Society

Language contact refers to a specific but universal linguistic phenomenon that almost anyone encounters, in the process of language contact. Language contact occurs not only between languages, but also between common languages and dialects, and between dialects and dialects. This paper focuses on the emergence, characteristics, and influence of Pidgin on society and language. The paper uses documentary analysis and case studies by finding linguistic examples. Based on previous research, it is concluded that Pidgin has a profound influence on the pronunciation and grammar of the Shanghai dialect, and on this basis, this paper concludes that "Pidgin" is a kind of deformed English produced in the old Chinese coastal trading ports. As a general language, it became a necessary tool for communication with foreigners at that time. Many of these words have survived and are still used in everyday conversation.

Dynasties Intertwined: The Zirids of Ifriqiya and the Normans of Sicily

Dynasties Intertwined: The Zirids of Ifriqiya and the Normans of Sicily

Artisanal Watercraft Industry in Nineteenth-Century Cyprus: Vessel Types, Shipwrights, and Local Vessel Owners

ABSTRACT Recent scholarly work demonstrated that artisanal watercraft is an important aspect of Cypriot maritime culture, seaborne transport history, and trade deserving further study. A careful study of visual and historical sources allows for a discussion of this craft within its nineteenth-century setting and understanding of local market needs. A careful study of a variety of sources provides information on vessel types, local ownership, and, occasionally, the shipwrights. The Ottoman Empire’s nineteenth-century administrative inertia, combined with the fact that Cyprus was a stop along seaborne routes leading to other ports rather than a regular destination itself, impeded development of a local shipbuilding industry. Improvements on port infrastructure after Cyprus’s 1878 annexation by the British Empire initiated a modest growth but the industry never became vibrant like that of Greece. Nonetheless, analysis of the collected data illuminates previously unknown aspects of seafaring, coastal trading, and transportation. They demonstrate a cycle of choices and adaptations shaping coastal communities island-wide that are reinforced by oral testimonies of interlocutors born during the 1890s to 1920s period. Their testimonies highlight which aspects of maritime life survived in the twentieth century, such as established seaborne trade port destinations, island-wide supply networks (exchanges and trade of products), and seaborne transportation of people and goods. The data further illuminate the evolution of watercraft construction practices to meet local market demands for larger vessels (like the karavoskaro [caique]), which were bought from Greece in early to mid-nineteenth century, whereas in the late nineteenth century they were constructed locally.

Flooded mangrove landscapes hide ancient Maya coastal sites in Belize

Evidence of ancient Maya exploitation of salt, other marine resources, settlement, and sea trade is hidden in flooded mangrove landscapes on the cays, mainland, and in shallow offshore locations on the south coast of Belize. This article includes a discussion of the coastal economy from the Middle Preclassic through the Postclassic periods (600 B.C.–A.D. 1500). Data from sites discovered and excavated since 1982 in the coastal area of the Port Honduras and Paynes Creek National Park support a model of coastal reliance on marine resources and tree crops. The need for a regular supply of coastal salt to inland cities may have expanded the market for other marine resources. Obsidian imported from volcanic highlands documents long-distance trade throughout prehistory in the area. The island of Wild Cane Cay expanded its role in long-distance coastal trade after the abandonment of inland cities in southern Belize at the end of the Classic period. Inundation of the region documented from the depths of radiocarbon-dated archaeological deposits below the water table and from a sediment core indicates sea-level rise of at least 1 m that submerged the coastal sites. The waterlogged deposits provided an ideal matrix for preservation of vertebrate material at Wild Cane Cay. The red mangrove (Rhizophora mangle) peat below the sea floor in a shallow lagoon preserved wooden buildings.

Comparative analysis of foreign and coastal trade cargo handling charges in SIFAX seaport terminals, Nigeria

The study was carried out to compare the cargo handling charges of SIFAX terminal in Lagos ports, Nigerian for coastal import and export trade between Nigeria and tropical West African countries handled via the port operator’s terminal; and foreign import and export trade between Nigeria and other countries other than tropical West African countries handled through the SIFAX port terminal. The objective of the study among other things was to determine if significant differences exist in the cargo handling charges coastal shippers and ocean (foreign) shippers are made to pay by the terminal operator in the handling of coastal export and import trades, as well as foreign imports and exports via ocean shipping to countries other than coastal West African countries. Secondary data on the cargo dues and container handling charges for import and export trade types was obtained from the SIFAX terminal as a case study. The data covered a period of three years between 2019 and 2021. The statistical method of difference of mean was used to analyze the data obtained while the t-test was used to investigate the significances of the differences in charges. The analysis was implemented by the use of SPSS version 20.1. It was found that, for the import trade, there exist significant differences between the charges per ton of cargo handled and per TUE and FEU handled. Coastal import trade between Nigeria and tropical West African Countries are charged significantly lower cargo handling charges per ton of cargo handled than foreign imports from countries other than the tropical West African countries. For container export trade, the study concludes that there is no significant difference between the container handling charges per FEU and TEU exported to foreign countries other than tropical West African countries and per FEU cum TEU exported via coastal shipping to tropical West African countries. This indicates that there is no disparity in the pricing policy of the terminal operator with regards to export container handling charges. The same amount of charges is paid by shippers for export of laden TEUs and FEUs to all destinations and regions.

Attic Deme Harbours, the Rural Economy, and State Oversight of Maritime Trade

Ancient Greek coastal cities imposed stringent rules on maritime traders arriving from other states, requiring them to sail to the official emporion alone, abide by their laws when in their territory, use local coinage, and pay the relevant taxes. Yet the territories of these cities often contained other limenes (a word that encompasses both artificial harbours and natural moorages) that its legal residents used for fishing and local coastal trade. This article explores the strengths and weaknesses of state oversight of maritime trade by investigating a case study ([Dem.] 35.28-29) where Phaselite merchants allegedly crossed the divide between interstate emporion-trade and intra-state coastal trade, avoiding the emporion at Piraeus and mooring at a local harbour named Phōrōn Limēn (Thieves’ Harbour) yet making use of the market at Piraeus nonetheless. It argues that traditional interpretations of this harbour’s function in terms of smuggling are improbable and that the Phaselites used it instead to conceal important knowledge from their creditors whilst accessing the emporion on foot. This case study also underscores the important economic function of minor relay ports, particularly in terms of the agricultural economy, since these moorages facilitated important transport links between the countryside and city markets.

A multi-hazards coastal vulnerability index of the east coast of Peninsular Malaysia

In Southeast Asia, an increase of 20 million people in the coastal zone have accentuated the infrastructure risk. In Malaysia, littoral erosion due to seasonal monsoons can critically affect the coastal population and the country lacks practical plans to attenuate coastal erosion. In this study, a systematic coastal vulnerability assessment that covers 10 physical and 5 socio-economic variables has been conducted at 16 districts from 4 states. The aim is to highlight the most vulnerable districts with respect to a potential catastrophic event. Multivariate statistical analyses facilitated realistic and meaningful interpretations for optimal coastal zone planning. We show that socio-economic variables are extremely relevant in all states except in southern Terengganu because it faces a direct impact of monsoon waves. Gender composition was found to be the most dominant coastal vulnerability factor for two states: Kelantan and Terengganu (north) due to the abundance of women involved in coastal trade and commerce. Besides, agriculture indicates a primary concern in the district of Johor. The results were categorized from very low to very high of vulnerability. The northern states of the east coast of Peninsular Malaysia show very high to high vulnerability relative to the southern states, which reveal moderate to very low vulnerability. In statistical analysis, it is shown that there is a similarity of 81.25% between Coastal Vulnerability Index (CVI) and Hierarchical Agglomerative Cluster Analysis (HACA). The authorities could utilize the findings of this study to forecast potential shoreline recession and establish adaptation measures to their coastal erosion adaptation plan.

Values of Life of the People of Neithal Land

During the era of classical languages, classical literature can be seen in the writings of classical authors. There should be maturity in language, character, maturity, principles, broad mind, broad vision, idealism, high generality, dignity, control, discernment, character, clarity, etc. Any literature that is written in a language that does not have a high level of language development, richness, strength, and ability to mould itself according to time will not be considered classical literature. Similar to how the language is nurtured, literature written by such individuals cannot be considered classical literature since they lack character, a broad perspective, and a true heart. In this case, Tamil was a cultural language during the Sangam period. It can be known from its concepts. It is no exaggeration to say that this period was a fertile period for the emergence of classical literature. Among these ancient Sangam works, the Sangam literature accurately described the ancient people's living circumstances in the weaving department, which was divided into five categories. These are divided internally by prioritizing masculinity and femininity and highlighting the personality of the individual. Also in the Sangam literature, there are four that deal with time, soil, and life. They are Kurinji, Mullai, Marutham, Neithal, etc. A specific way of life and culture have been established for each department. Every sector has a distinct culture and way of life. These include textiles that depict coastal life. Additionally, coastal trading began in this area. The aim of this research article is to reveal the life values of the people who lived on this land.

Hinterland of a Hinterland: The Changing Capital Cities of Sultanate and Mughal Bengal

Urban research on Bengal has emphasized colonial Calcutta (postcolonial Kolkata) and its hinterland, paying less attention to precolonial centres and processes of urbanization. Between the thirteenth and the early eighteenth centuries, the trading village of Kalikata lay on the coastal margin of Bengal. The regional capitals of the Sultanate and Mughal periods were located further inland at Gour, Pandua, Rajmahal, Dhaka, and Murshidabad, in the hinterlands of imperial capitals in the Delhi region. Bengal capitals changed frequently with fluvial and geopolitical conditions, which had implications for their economic and architectural development. Coastal trading settlements competed with one another in commercial and military matters, which established a new hinterland by the late eighteenth century, with ‘hinterland’ defined as the economic catchment region of the maritime port of Calcutta. This article retraces these processes from chronicles, revenue records, and archaeological surveys. Our examination concludes with the national eclipse of Calcutta by New Delhi in the early twentieth century, and the prospect of climate-driven retreat to inland capitals in Bengal in a twenty-first-century shift that would resemble urban patterns of the precolonial era.

Did Steam Make Shipping Safer? Evidence from the British Coastal Bulk Trades

The transition from sail to steam had more profound effects than any other development in the recorded history of merchant shipping. In combination with iron and steel hulls, steam power enabled ships to become larger, more reliable and more efficient, with far reaching effects on the shipping industry and world trade. But the question has rarely been asked, did the change make ships safer? This was of immediate concern to those working aboard the ships, but also to those who operated, financed, employed and insured them. It might be expected that an iron or steel hull, propelled independently of wind and tide, would be in less danger from accidental loss than a wooden ship largely at the mercy of the elements, but evidence is largely lacking. This paper reports a survey comparing the loss rates of sailing and steam-powered vessels in the British coastal bulk trades, where sail and steam were doing similar work in the same geographical setting. Although steam vessels were marginally safer, the difference in rates of loss are not as great as expected, and reasons for this are discussed, with particular focus on those who worked aboard them or had a financial or commercial interest.

The Swahili World

The Swahili World

Historical network analysis: to the fifth anniversary of the profile international journal

This article is a review of materials published in the international journal Journal of Historical Network Research (JHNR), which has been in existence since 2017 and reflects the main approaches in the development of historical network research. This is a relatively new direction in historical science, reflecting the growing interest in the study of interactions, relationships in historical societies of various epochs and localizations. The methodological basis of historical network analysis is the methods of graph theory. A big role in these studies is given to the visualization of the results of the analysis of social networks with the help of special software actively used in the publications of the journal JHNR. Some issues of the journal are thematic – for example, reflecting the experience of using network analysis methods in the study of antiquity or the history of China. JHNR magazine is an online publication with open access, which creates a number of advantages for researchers of social networks. Thus, network illustrations are not subject to restrictions on the size or nature of the visualization. The article analyzes the experience of using network methods in the study of informal communications in the elites of Ancient Rome, relationships during coastal trade in Tudor England, network communications in the opposition community of the late GDR, as well as the network structure of the conspiracy of July 20, 1944.

A Life Less than Ordinary: The Schooner Ocean (1821\u20131865)

The East Winner Bank Shipwreck takes its name from the southern sandbank on Hayling Island near Portsmouth, UK. Examination of the wreck indicates a 19th-century carvel-built vessel. The sandbank is an active environment, meaning the wreck is rarely exposed to its full extent. Discussed here is work completed on the site before and during the social-distancing restrictions imposed by COVID-19. Documentary sources and previous detailed surveys suggest a possible identification for the wreck. The site appears to be an example of an everyday 19th-century coastal trading vessel, rarely explored archaeologically in the UK, with potential to contribute to discussions of the maritime technologies and maritime cultural landscape of regular folk. The investigation represents an excellent example of combining historical and archaeological data sets to further the interpretation of both sources, revealing details about the ship and its lasting impact on this stretch of coastline.

Historical experience of regional economic cooperation of the Far East of the USSR and Japan in the late Soviet period

The article examines the main directions of regional economic cooperation between the Soviet Far East and Japan. The significance of export-import supplies, their raw materials orientation, features and differences between the economic systems that influenced the trade indicators, interests of trading partners during the late Soviet period (1965 - 1985) are investigated. The conditions of forestry and oil-extracting industries of the Far East which cooperated with Japanese companies on a compensation basis are described. The article analyzes the efficiency of export of products from the Far East to Japan, and outlines the stability of regional exports entering the neighboring state of the Asia-Pacific region. In a general historical context, the author pays special attention to the difficulties in economic bilateral cooperation, and analyzes their causes. The article describes an equally important area of the constructive international interaction between the Soviet Far East and Japan - coastal border trade, whose striking feature was exhibitions of industrial products. Along with traditional export-import operations, the advantages of this form of cooperation are analyzed. It was found that the factor constraining regional economic cooperation was the difference between the planned and market models of economies. The situation was extremely complicated by the underdeveloped transport infrastructure of the Far East, the inconsistency with the world achievements of the scientific and technological progress of the extractive industries of the industrial and civil complex, the financial and personnel deficit, rigid centralization, which hindered the initiatives of the local party elite in the matters of economic interaction with representatives of Japanese business.