Southern Route Research Articles

Heterochronous mitogenomes shed light on the Holocene history of the Scandinavian brown bear

Following glacial retreat after the last ice age, brown bears (Ursus arctos) recolonised Scandinavia. Previous research based on mitochondrial markers suggests that bears recolonised from both the north and the south, with a contact zone in central Scandinavia. More recently, the Scandinavian brown bear was subjected to a strong population decline with only ca. 130 remaining individuals, due to intense human persecution approximately 100 years ago. Here, we analyse 41 ancient, historical, and modern mitochondrial genomes, to examine the number of female lineages involved in the postglacial recolonisation event and temporal changes in the Scandinavian brown bears’ mitochondrial genetic diversity. Our results support the bi-directional recolonisation hypothesis, indicating multiple mitochondrial lineages from clade 1a possibly followed a southern route, while only a single lineage from clade 3a appears to have followed a northern route. Furthermore, we found that the recent bottleneck had a strong impact on the southern subpopulation, resulting in only one remaining haplotype in the contemporary brown bears. For the northern subpopulation, the impact was moderate, and most haplotypes were retained throughout the bottleneck. By exploring the postglacial recolonisation and recent population pressures, our study enhances understanding of how these factors have influenced the genetic diversity of Scandinavian brown bears.

Long-range transport and source apportionment of marine fine particles in the Taiwan Strait and South China Sea Intersection: Spatiotemporal variations and chemical fingerprints

This study aims to investigate the spatiotemporal variation, chemical characteristics and source apportionment of marine fine particles (PM2.5), and to analyze the transport route towards the intersectional region of the Taiwan Strait and South China Sea. Sampling of PM2.5 was conducted simultaneously at Penghu and Dongsha Islands for 14 consecutive days each quarter from summer 2019 to spring 2020. PM2.5 samples were then returned for conditioning, weighting, and chemical analysis. The chemical mass balance (CMB) receptor model was used to identify the potential PM2.5 sources. It results show that the lowest PM2.5 concentrations were observed in summer, with a gradual increase starting fall, influenced by Asia Northeastern Monsoons (ANMs) transporting particles from the north to Penghu and Dongsha Islands. The most abundant water-soluble ionic species in PM2.5 were SO42−, NO3− and NH4+, catalogued as the secondary inorganic aerosols (SIAs). Meanwhile, the most abundant metals in PM2.5 were crustal elements (Mg, K, Ca, Fe, and Al), while the concentrations of trace metals (V, Cr, Mn, Ni, As, Cd, and Pb), mainly from anthropogenic sources, also increased from fall onwards. Organic carbon (OC) was the main species of carbonaceous content of PM2.5 in all seasons, and OC/EC ratios increased during the seasons with prevailing northeastern winds. Anhydrosugar, concentrations in winter and spring were generally higher than those in summer and fall, indicating significant biomass burning occurring in winter and spring. Correlation analysis showed a high correlation between PM2.5 concentrations and chemical composition between two subtropical islands. The correlation of chemical composition for different transportation routes revealed that northern routes had a higher correction than southern routes. Overall, the cross-boundary PM, accounted for 28.4–61.0% and 36.4–76.8% at Penghu and Dongsha Islands, respectively, significantly impacted local air quality, particularly at Dongsha Islands.

The migration history of the Kamchatka rhododendron (Therorhodion camtschaticum s.l.) indicates two distinct dispersal routes towards Eastern Beringia

Abstract The Kamchatka rhododendron (Therorhodion camtschaticum s.l.) is a small, cold-resistant arcto-alpine shrub species with a controversial taxonomy and a wide Beringian distribution, from northern Eurasia to Arctic North America. Some authors regard T. camtschaticum and the closely related Therorhodion glandulosum as separate species while others suggest that they represent regionally differentiated subspecies. In order to resolve this relationship, we sampled 33 populations within the native species ranges, using three fragments of plastid DNA (ptDNA) and ten nuclear microsatellites (nSSR). We recovered two genetic lineages consistent with species rather than subspecies. The distribution of these genetic lineages are consistent with two different migration pathways of species from western Beringia to eastern Beringia: (i) for T. glandulosum a northern pathway from northern East Asia to the Seward Peninsula in northern Alaska; and (ii) for T. camtschaticum a southern pathway from the southern part of western Beringia to the Aleutian Islands and the seashore of south-east Alaska. The northern route extends from the Okhotsk seashore through the Kolyma region, Chukotka, and central and northern Kamchatka. The southern route begins at the Sikhote-Alin ridge, and goes through Sakhalin Island, the Kuril Islands, and southern Kamchatka. Demographic analysis using nSSR data inferred a divergence time between T. camtschaticum and T. glandulosum long before the Last Glacial Maximum.

Sea ice choke points reduce the length of the shipping season in the Northwest Passage

Arctic sea ice has shifted from a perennial (older, thicker ice) to a seasonal (younger, thinner) ice regime, leading to the increasingly common belief that shipping through Canada’s Northwest Passage is becoming more viable. Here, we use the Risk Index Outcome values derived from the Polar Operational Limit Assessment Risk Indexing System and analyze recent changes to shipping season lengths along individual sections of the Northwest Passage routes from 2007 to 2021. Results show that multi-year ice flushed southward from high-latitude regions maintains the so-called choke points along certain route sections, reducing overall shipping season length. There is considerable spatiotemporal variability in shipping season lengths along the southern and northern routes. Specifically, parts of the northern route exhibit a decrease of up to 14 weeks over the 15 years. The variability of shipping season and, in particular, the shortening of the season will impact not only international shipping but also resupply and the cost of food in many Arctic communities, which require a prompt policy response.

The Role Product Innovation on Business Performance Thought Competitive advantage as Mediation Variable

Business is an activity full of competition; having a competitive advantage is essential in achieving success and business survival. This research aims to determine the mediating influence of competitive advantage in product innovation on business performance. The research method uses quantitative exploratory. The population in this study is a regional souvenir and culinary centre with official stalls on the South Ring Road (JLS) Tulungagung - Trenggalek, totaling 236 stalls. Sampling in this study used simple random sampling with 147 respondents. Data analysis used Partial Least Square (PLS) to test direct and indirect effects. The results reveal that product innovation has a direct impact on business performance. Competitive advantage has a direct effect on business performance. Product innovation has a direct impact on competitive advantage. And the last, product innovation has an indirect effect on business performance through competitive advantage. The limitations of this research are the time, costs, and energy expended by researchers due to the long distance between the respondents’ locations. This research suggests that traders in the southern route should innovate their products to sustain their businesses and have a competitive advantage as differentiators from similar businesses in that area

The reorientation of Russia’s trade corridors since the invasion of Ukraine

ABSTRACT The invasion of Ukraine in February 2022 brought urgency to Russia’s reorienting of its key international trade corridors. Shifts in trade flows had been developing for some time before the invasion, in particular the ‘turn to the East’ of 2012. But they have been more dramatic since the invasion. The article describes these new developments, covering trade in all directions: the ports of the north-west, in circumstances of a dramatic decline in trade with Europe; the Northern Sea Route; the overtaxed East, including the Eastern rail network (the polygon), the ports of the Russian Far East, and the land border with China; and southern routes, through Turkey and Iran, that have suddenly received new importance. Although not a full-blown policy analysis, the article makes some points relevant to our understanding of the Russian policy process, in particular the relevance of commercial considerations in a policy area with national security implications, the role of Putin as alternatively a decisive and diffident leader, and the place of bureaucratic politics, including the role within it of official and business champions.

The Determinant of Demand and Supply to Increase Tourism Visit Sustainably by Using Principal Component Regression Analysis

Objectives: This research is entitled Determinants of Demand and Supply to Increase Visits in a Sustainable Way Using Principal Component Regression Analysis. Tourism is important where Malang Regency has attractive natural resource potential, and a very strategic geographical location surrounding two cities, namely Malang City and Batu City, surrounded by western and southern routes, and has an interesting culture so that tourism development is different. from the other. Visits of tourists, especially foreign tourists who have been unstable in the last two years have decreased. Limited use of technology in management and development.
 
 Method: Research data collection technique with a quantitative descriptive method with the Principal Component Regression Analysis tool. Meanwhile, supply tourism has a very high appeal, such as an attractive tourist attraction.
 
 Results: Based on the aspect of accessibility, they tend to have important infrastructure and access but have not been managed optimally, besides that there are still many traditional promotions and management that have caused tourist visits to be not optimal and the quality of human resources still needs to be improved.
 
 Conclusions: Based on the research results, it is known that in terms of tourism supply, the biggest factors influencing tourist attractions are attractions and amenities. Meanwhile, from the tourism demand side, these are preference and motivation factors which are influenced by changes in consumer behavior. The results of this study are expected to be input in developing tourism in Malang Regency which can increase tourist visits thereby increasing economic growth and sustainable community welfare.

Corpus-Based Discourse Analysis of Chinese Kung Fu in the Media Along the Southern Line of the “Belt and Road”

This study presents a Critical Discourse Analysis (CDA) of Chinese Kung Fu, utilizing a corpus-based approach to examine media portrayals along the southern line of the “Belt and Road” initiative. The research underscores the role of the “Belt and Road” Initiative in promoting Chinese martial arts culture and fostering cultural exchanges. By constructing a specialized corpus from mainstream media reports on Chinese Kung Fu, sourced from the LexisNexis database, this study employs corpus linguistics tools such as AntConc to analyze word frequency, collocation, keyword, and index line. The findings reveal a predominantly positive portrayal of Chinese Kung Fu in the media of countries along the southern route of the “Belt and Road.” This positive representation is instrumental in enhancing the understanding of these countries’ attitudes towards Chinese culture and paves the way for more effective foreign discourse construction for China. The study’s insights into media discourse provide valuable perspectives for cultural diplomacy, reflecting the positive impact of the Belt and Road Initiative on spreading Chinese culture.

Early male and female footprints of modern humans across Eurasia and Australasia.

As an alternative to a recent coastal southern route followed by modern humans to colonize Eurasia after an Out of Africa around 60 Kya, and under the premise that the evolutionary rate based coalescent ages slowdown going backwards in time, I propose a new model based on phylogenetic and phylogeographic analyses of uniparental markers in present and past modern human populations across Eurasia and Australasia. The archaeological record favors a northern route that reached China around 120 kya and then descended latitudinally reaching Southeast Asia and islands around 70-60 kya. These ages coincide with the basal split of the mtDNA macrohaplogroup L3’4* and the origin of the Y- chromosome macrohaplogroup CT* and the subsequent splits in Eurasia of mtDNA haplogroups M and N and Y-chromosome C, D and F clades respectively. Roughly at the same time modern humans arrived in Australasia other groups retreated southwest returning to Africa carrying with them mtDNA L3 and Y-Chromosome E lineages. Southeast Asia and Southwest-Central Asia were the subsequent demographic centers for the respective colonization of East and northern Asia and Europe. Across the Ganges-Brahmaputra and the Indus valleys, South Asia was colonized from both migratory centers.

Accessibility in key areas of the Arctic in the 21st mid-century

The navigation potential of the Arctic has improved with the rapid retreat of sea ice under continuous warming. The comprehensive evaluation of Arctic accessibility for low ice-breaking ships (civil use) in the mid-century is important to support coordinated international decision-making. In this study, the hydrological conditions and navigation potential in key areas and crucial straits along the Northern Sea Route (NSR) and Northwest Passage (NWP) were assessed under Shared Socioeconomic Pathways (SSPs) using the Polar Operational Limit Assessment Risk Indexing System. The results showed that the most critical areas for navigation in the mid-century (2046–2055) are the waters around the New Siberian Islands and within the Parry Channel. Arctic navigability improves from SSP1-2.6 to SSP2-4.5 to SSP5-8.5, and the accessibility for PC7 ships under SSP2-4.5 is even better for OW ships under SSP5-8.5. The route on the north side of the New Siberian Islands is a relatively good choice within the NSR, and the southern route has a better navigation potential than the Parry Channel within the NWP. In addition, the accessibility of the Dmitrii Laptev Strait is better than that of the Sannikov Strait at a monthly scale, although the latter has more navigable days. However, there is little difference in accessibility between the eastern and western parts of the Parry Channel. The best navigation potential through the above straits is in September for ordinary ships, and the optimal time window is delayed and extended for PC7 ships. The results can serve as references for policy-making and navigation planning in the Arctic.

The Foreign Trade of Tabriz: 1800-1900

AbstractUnder the early Qajars, Tabriz rose from being a provincial backwater in ruins to the foremost commercial entrepôt of Iran. Initially, its insignificant foreign trade was limited to Turkey (mostly raw Gilani silk), but, when the major commercial southern and western supply routes of Iran became unsafe and costly, trade moved to the northern route. Moreover, after Russia opened its territory to European goods in 1821, these also flowed via Tiflis to Tabriz. When ten years later Russia revoked this permission, the Tiflis trade moved to Tabriz via Trabzon, gradually replacing not only the Tiflis route but also the Istanbul-Erzerum route. This turned Trabzon into a quasi-“Iranian” port, as initially most of its imports were destined for or coming from Iran. Four-fifths of imports to Tabriz were European fabrics. Initially these had come from Russia, but, as of the 1820s, such were replaced by British, German, French, and Swiss fabrics. By mid-century, Manchester fabrics dominated the import trade of Tabriz. Thus, Great Britain took Russia's place as its primary trading partner, although by 1900 the tables had turned. During the majority of the nineteenth century, Caucasian Armenian merchants dominated Tabriz's foreign trade, with European merchants playing an important but limited role in the import of Manchester goods and the export of raw silk. After 1870, the importance of Tabriz as the commercial hub of N.W. Iran decreased, due to various reasons such as the outbreak of the Gilan silk disease, Russia stopping the transit of non-Russian goods, and the opening of the Suez Canal, but also because it became cheaper to import goods via Bushehr and Baghdad-Kermanshah. Nevertheless, even with a diminished role as a financial center and less foreign trade, Tabriz continued to be Iran's major commercial center until WW I.

Nepal’s Transit Route Negotiation with India and China

The geographical disadvantage faced by landlocked countries hampers their overall development, prompting international law to grant certain rights to secure their access to coastal areas. Nepal, as a landlocked country, has encountered numerous challenges in negotiating transit routes with its immediate neighbors, China and India, in order to realize the rights guaranteed by international law to landlocked nations. The transit right serves as a lifeline for Nepal to access third countries, but recurrent blockades from its southern neighbor have created uncertainty regarding the southern route to seaports. While Nepal has signed the Transit Transport Agreement and its protocol with its northern neighbor, China, there has been limited progress in developing connectivity infrastructure. This paper argues that ensuring uninterrupted access through the southern route is vital for Nepal from an economic perspective. However, the development of an alternative route through the north is not only crucial for contingency situations but also for unlocking new opportunities.

Indonesian Throughflow Partitioning between Leeuwin and South Equatorial Currents

Abstract Indonesian Throughflow (ITF) waters move along multiple pathways within the Indian Ocean. The western route is within the thermocline of the South Equatorial Current (SEC), and the southern route is via injection into the Leeuwin Current (LC) along western Australia. We use gridded Argo data to examine heat content anomaly (HCa) within three boxes in the eastern Indian Ocean, one adjacent to the ITF outflow from the Indonesian Seas (ITF box), the second in the eastern portion of the SEC (SEC box), and the third in the LC (LC box). Although interannual HCa variability in the SEC and ITF boxes is well correlated, a large increase in HCa within the ITF box does not appear in the SEC box in 2011 but is evident in the LC box. The 2011 change in the SEC–LC partitioning is investigated using GODAS reanalysis by examining the strength of the SEC and LC during a 2009 HCa increase within the ITF box and the subsequent increase in 2011. During 2009, a strong SEC and weakened LC spread the increased ITF HCa into the central Indian Ocean, whereas a weak SEC and strengthened LC during 2011 transmit the HCa signal to the south. Near-surface winds and mean sea level pressure from NCEP–NCAR reanalysis reveal that Ningaloo Niño events led to shifts in ocean circulation during 2000 and 2011. LC and SEC exports show a high negative correlation at interannual time scales, indicating that a reduction of outflow from one pathway is partially compensated by an increase from the other.

Penerapan Arsitektur Neo-Vernakular Pada Tempat Istirahat dan Pelayanan Jalur Lintas Selatan Kabupaten Pacitan

Road construction for the southern route is a road network to connect several cities in the Java Island. This southern route have the possibility of an accident. Generally, accidents occur due to unroadworthy’s vehicles and the tired drivers. Therefore, in order to reduce the rate of accidents on the southern route, the government is required to provide rest areas for road users. Rest Area is a place and facilities provided for road users so that both drivers, passengers and their vehicles can rest temporarily. Unfortunately, there is no Rest Area along the southern route of Pacitan Regency. Meanwhile, the distance from one city to another is quite far, so a Rest Area is needed so that road users and their vehicles can rest for a while. The planning for this rest area is using Neo-Vernacular Architecture theme, to raise the local traditional characteristics of the Pacitan district, which are adapted to modern developments. That way it will create a uniqueness in the building that can attract visitors from various walks of life.

Defining paleoclimatic routes and opportunities for hominin dispersals across Iran.

Fossil and archaeological evidence indicates that hominin dispersals into Southwest Asia occurred throughout the Pleistocene, including the expansion of Homo sapiens populations out of Africa. While there is evidence for hominin occupations in the Pleistocene in Iran, as evidenced by the presence of Lower to Upper Paleolithic archaeological sites, the extent to which humid periods facilitated population expansions into western Asia has remained unclear. To test the role of humid periods on hominin dispersals here we assess Paleolithic site distributions and paleoenvironmental records across Iran. We developed the first spatially comprehensive, high-resolution paleohydrological model for Iran in order to assess water availability and its influence on hominin dispersals. We highlight environmentally mediated routes which likely played a key role in Late Pleistocene hominin dispersals, including the expansion of H. sapiens and Neanderthals eastwards into Asia. Our combined analyses indicate that, during MIS 5, there were opportunities for hominins to traverse a northern route through the Alborz and Kopet Dagh Mountains and the Dasht-I Kavir desert owing to the presence of activated fresh water sources. We recognize a new southern route along the Zagros Mountains and extending eastwards towards Pakistan and Afghanistan. We find evidence for a potential northern route during MIS 3, which would have permitted hominin movements and species interactions in Southwest Asia. Between humid periods, these interconnections would have waned, isolating populations in the Zagros and Alborz Mountains, where hominins may have continued to have had access to water.

Modelling Neanderthals' dispersal routes from Caucasus towards east.

The study of the cultural materials associated with the Neanderthal physical remains from the sites in the Caucasus, Central Asia and Siberian Altai and adjacent areas documents two distinct techno-complexes of Micoquian and Mousterian. These findings potentially outline two dispersal routes for the Neanderthals out of Europe. Using data on topography and Palaeoclimate, we generated computer-based least-cost-path modelling for the Neanderthal dispersal routes from Caucasus towards the east. In this regard, two dispersal routes have been identified: A northern route from Greater Caucasus associated with Micoquian techno-complex towards Siberian Altai and a southern route from Lesser Caucasus associated with Mousterian towards Siberian Altai via the Southern Caspian Corridor. Based on archaeological, bio- and physio-geographical data, our model hypothesises that during climatic deterioration phases (e.g. MIS 4) the connection between Greater and Lesser Caucasus was limited. This issue perhaps resulted in the separate development and spread of two cultural groups of Micoquian and Mousterian with an input from two different population sources of Neanderthal influxes: eastern and southern Europe refugia for these two northern and southern dispersal routes respectively. Of these two, we focus on the southern dispersal route, for it comprises a 'rapid dispersal route' towards east. The significant location of the Southern Caspian corridor between high mountains of Alborz and the Caspian Sea, provided a special biogeographical zone and a refugium. This exceptional physio-geographic condition brings forward the Southern Caspian corridor as a potential place of admixture of different hominin species including Neanderthals and homo sapiens.

Migrant crisis in the East Africa region

The article examines the policy of Djibouti, Ethiopia, Kenya, Somalia, Sudan, South Sudan, Uganda and Eritrea in the context of the possibility of a coordinated response to the challenges of migrant crises. Large-scale and stable migration ties have developed between the countries that form the Intergovernmental Authority on Development (IGAD) in East Africa, and common principles of migration policy are being implemented, which indicates the formation of a unified migration system. The movement of migrants within the framework of the latter occurs along four major international routes: Horn of Africa route (between Ethiopia, Somalia, Eritrea and neighboring countries of East Africa); Eastern route (from the countries of East Africa through Djibouti, Somalia and Yemen – mainly to the oil-producing countries of the Arabian Peninsula); Southern route (through Kenya, Uganda to South Africa); Northern route (through the countries of North Africa – to Italy and Spain; another branch runs through Egypt, Israel, the Arab countries of Asia and Turkey). The main weak point of the overall policy of the IGAD countries is that not all countries in the region have ratified the full set of intra-African agreements in the field of migration. It has been established that the migration crisis in the East Africa surpasses the European one in its scale and impact on the countries of the region and can lead to negative consequences on a global scale if the world community does not use the available resources – political and financial – to solve the whole range of problems that caused the crisis.

Prospects for the use of Arctic routes in the context of climate change and the implementation of the concept of sustainable development of the Arctic zone

The urgent need to solve environmental problems and meet the needs of people requires finding alternative ways to deliver goods in the most environmentally friendly and safe way. In addition, the climatic changes occurring on our planet open up additional prospects for the use of the Arctic for economic purposes, in particular, the use of the Northern Sea Route for cargo transportation. In the modern world economy, sea cargo transportation accounts for about 80% of all cargo transportation. The main cargo flow is carried out through the Southern Sea Route (SSR), along which goods are transported from Europe to Asia. For quite a long period of time, shipowners and logistics companies did not perceive the Arctic region as an alternative to traffic from Asia to Europe or North America, while navigation in the Arctic was much more than just transport shipping. At the same time, the situation has changed significantly in the 21stcentury. The interest in this region among the states of the Arctic zone, as well as other countries, is connected not only with the presence there of large reserves of mineral resources, solving geopolitical problems, but also the search for alternative sea routes for cargo transportation between Europe, North America and Asia. In connection with the blockade of the Suez Canal in March 2021, the question of the need to redirect cargo transportation to alternative routes – the Northern Sea Route (NSR), as part of the Northeast Passage, and the Northwest Passage became acute. The Suez Canal is the busiest and longest sea artery. In addition, this area is unsafe due to frequent attacks by pirates. Due to the geographical features of the SSR the presence of sufficiently narrow places along the route - under the condition of increasing traffic, does not contribute to the free passage of ships. Meanwhile, the active melting of the Arctic ice in the foreseeable future will allow navigation along Arctic routes at higher latitudes and without the escort of icebreaker transport. All of the above allows us to consider navigation in the Arctic latitudes as an actual alternative to the Southern Route, which will serve as the beginning of sustainable development of the Arctic region.

Los Autobuses del Sur: Mexican Migrant Routes and Economies in the US South

This essay traces the regional expansion of migrant economies through the case of Mexican bus companies established throughout the US South in the 1990s. It draws on familial memories, archival collections, and newspaper articles to illustrate how entrepreneurs in the transit industry expanded their businesses regionally in the late twentieth century as Mexican communities settled and grew across the US South. Specifically, the piece examines how the ruta sureña (southern route) between Houston, Texas, and Atlanta, Georgia, in this era was established by Mexican migrants and facilitated by ethnic Mexican transit entrepreneurs. The bus routes traversing this ruta sureña, alongside migrants’ lived experiences, form part of a broader Latinx South, a region with multiple historical and contemporary points of entry.

Archaeobotanical evidence of plant cultivation from the Sanbaopi site in south-western Taiwan during the Late Neolithic and Metal Age

Despite decades of lively debate about Taiwan’s role in the spread of early agriculture, crops and cultivation practices to the Indo-Pacific region, there is little archaeobotanical data from the island. Here we present the first directly dated and systematically analysed macrobotanical records from Taiwan obtained by flotation at the archaeological site Sanbaopi 5 (23°07′03′′N, 120°15′32′′E), representing the Dahu (1400 BCE–100 CE) and Niaosong (100–1400 CE) culture periods. The results suggest that Middle Dahu (900–100 BCE) communities in the study area practiced rainfed crop cultivation with mainly foxtail ( Setaria italica) and broomcorn ( Panicum miliaceum) millet and rice ( Oryza sativa). Pulses ( Vigna angularis, Glycine soja/ max) were also part of the subsistence of local farmers and used as supplementary food and/or green manure. The archaeobotanical record together with archaeological site data for prehistoric China substantiates evidence that the Dahu culture originates in the Lower Yellow River region and migrated to Taiwan along the East China Sea coast. The emergence of the Dahu culture coincided with the spread of mixed millet-rice farming to the Korean Peninsula and Japan and was possibly related to enhanced economic and political expansion of the Shang and Western Zhou dynasties and the long-term weakening of summer monsoon precipitation. Pigeon pea ( Cajanus cajan) and mung bean ( V. radiata var. radiata) assemblages from the sixth century CE Niaosong period highlight the influx of goods, crops, knowledge and people from South and Southeast Asia via southern routes in the context of enhanced exchange across the South China Sea region.