Southern Route Research Articles

A Strategic Base in the Global Supply Chain: Türkiye

Türkiye is becoming a new base in the global supply chain due to its geopolitical position and the cost advantages it provides. Due to the COVID-19 outbreak, logistics problems, especially production and transportation costs, have further strengthened Türkiye’s position in this context. Türkiye’s strategic location, strong logistics infrastructure, costeffective and qualified workforce, along with a liberal investment climate, offer a suitable environment for international companies. Türkiye ranks well in the World Bank’s Logistics Performance Index, which evaluates countries’ logistics performance in customs, transportation, and infrastructure. Türkiye has served as a bridge between the east and west since historical times. During the Seljuk period, caravanserais and other infrastructure and service areas were established in Anatolia to support commercial activities. The Silk Road, which had an important place until a certain period of the Ottoman Empire, lost its importance due to other developments. The “One Belt One Road Project” initiated by China, still in progress and planned to be completed in 2049, will make Türkiye even more important in terms of the global supply chain in the next 10 years. İpekyolu follows the northern and southern routes in Anatolia. With China’s “One Belt One Road Project”, the Silk Road will regain its former importance as the “Modern Silk Road”. Chinese President Xi Jinping fi rst mentioned the Land and Sea Silk Road project in one of his speeches in 2013. It has been decided to name these two projects as the “Belt and Road Initiative-BRI” or the “One Belt One Road-OBOR” project. The word belt constitutes the land route of the project, which includes highways, railways, oil and natural gas pipelines, and infrastructure investments. The word road includes the sea routes covered by the project. The routes of these corridors are provided by multidimensional corridors in the direction of Asia-Europe instead of a single route. Within the scope of this project, many infrastructure investments are made in Türkiye as well. In this study, the cost advantages that Türkiye will provide to the global supply chain will be evaluated due to both its cost and geographical location and the infrastructure investments made.

Sea-level change, palaeotidal modelling and hominin dispersals: The case of the southern Red Sea

We examine the likelihood of early human sea crossings of the southern Red Sea during Pleistocene low sea-level stands, using palaeotopographic reconstruction of coastlines, modelling of palaeo-tidal flows and simulation of passive movements using Lagrangian particles. Existing isotopic and geological data demonstrate that the marine connection between the Red Sea and the Indian Ocean has remained open for at least the past half million years, ruling out the possibility of a land crossing. Many authors have argued for the plausibility of a successful sea crossing during the Pleistocene as a southern route for human dispersal from Africa, especially for the dispersal of Homo sapiens. However, decisive evidence is lacking. Other authors have preferred the default northern route of land-based dispersal via the Sinai Peninsula as the more likely option and viewed the southern sea crossing as a barrier rather than a gateway, especially if tidal flow was much stronger through the narrowed sea channel at low sea levels. We use Fluidity, a finite element modelling procedure, to model tidal flows and assess their validity by comparison with modern tide-gauge data. To model palaeotidal flows, we use reconstructions of palaeoshorelines and coastal palaeotopography extending for 150 km from the Bab al Mandab Strait to the Hanish Sill region, which take account of eustatic, GIA and tectonic effects. We then simulate passive movements using Lagrangian particles and a 4th-order guided search Runge-Katta algorithm. We ran simulations for six days from three different starting points on the African shore and 13 different times in the tidal cycle. We show that crossing distances are much shorter during the Pleistocene than today with clear inter-visibility of the opposing shorelines, but that tidal currents were much stronger. We also show that the highest chances of successful crossing, involving passive rafting or drifting, with a duration of 3–4 days, are in the vicinity of the islands in the Hanish sill region. With directed rafting or swimming, the crossing times would be much shorter. We conclude that sea crossings would be easily accomplished during long periods of the glacial cycle, regardless of hominin status, especially given attractive terrestrial landscapes and environments on both sides of the southern Red Sea.

Ecological vulnerability assessment of the Ya’an-Qamdo section along the southern route of the Sichuan-Tibet transportation corridor

Identifying the ecological vulnerability of the sensitive and fragile ecosystem of the Ya’an-Qamdo section along the southern route of the Sichuan-Tibet transport corridor is of paramount importance to reduce environmental damage resulting from infrastructure construction. This paper divided the Ya’an-Qamdo transport section into 22 subzones according to their ecological environment characteristics. Based on the vulnerability evaluation model established by the fuzzy matter-element analysis method, the eight main assessment indicators of ecological vulnerability were windstorm, rainstorm, snowstorm, extreme temperature, extreme air pressure, geological hazard, natural conditions, and social resources. The rating and ranking of vulnerability in each subzone were based on the weight of the judgment indicators. Scientific processes were used to verify the rationality of both the indicators themselves and their weights. The results of this study show that subzone 9, located in the subalpine cold and humid forest and scrubland zone, is the most vulnerable, and subzone 1, located in the low- to mid-land warm and humid forest zone, is the least vulnerable. The conclusion of the study suggests that targeted measures of ecological protection should be formulated before development and construction of major transportation infrastructure. Construction should evade the most vulnerable areas, and in-depth research on ecological restoration should be carried out in low- to mid-vulnerability areas so that the ecological environment along the route can be protected effectively for sustainable economic and social development.

ANALISIS Faktor PENYEBAB KECELAKAAN RUAS JALAN LIMBANGAN MALANGBONG KABUPATEN GARUT

Accidents are unplanned and uncontrolled actions, when the action and reaction of objects, materials or radiation will cause injury or Possible injury Jalan Malangbong – Limbangan is the National route which is located on the southern route of West Java. The results of the analysis showed that the largest percentage of traffic accidents on the Malangbong Limbangan road from 2015 - 2020, the largest number of accident victims was 2015 by 33% of the number of accident victims, the placeor location of the accident occurred 63% at bends during the period 2015 - 2020, based on the type of collision by 42% when overtaking, accidents based on the most road users are motorcycles with the largest percentage from 2015 - 2020 by 58%, and 79% occurring in areas around residential areas, the largest time of occurrence is from 06.00 - 15.00 at 55 % and the main factors causing traffic accidents from year 2015 – 2020 is an environmental factor of 63% which occurs in corners due to blocked visibility and bumpy road surfaces due to heavy vehicle loads and the number of road surfaces that are temporarily repaired with patches

Shifts in the Trend and Nature of Migration in the Ethiopia-South Africa Migration Corridor

Over the past 25 years a significant (but unknown) number of migrants from Ethiopia have been migrating to South Africa through the “southern route.” This male-dominated migration is becoming more and more irregular and includes multiple transit countries, largely controlled by human smugglers. The size of the Ethiopian immigrant population in South Africa has increased. The profile of individuals on the move has also changed in terms of migrants’ age, ethnicity, place of origin, gender and socioeconomic status. Youth from rural areas have joined the migration trail, and, increasingly, women are migrating for marriage in South Africa. Today, migrants from southern Ethiopia (Hadiya and Kambata) dominate Ethiopian migration to South Africa. The age and socioeconomic status of the migrants have also changed where teenagers, college graduates and civil servants are entering the migration stream in recent years. Equally changing is the nature and operation of the smuggling and settlement processes. Like the broader field of migration studies in which source and destination countries receive the overwhelming focus, the multiple transit countries Ethiopians on the move to South Africa travel through, and the migration journeys themselves, have not received adequate research attention. The effects these journeys have on the settlement processes are also largely ignored. This article, therefore, explores these emerging patterns with a view to understanding the inequalities faced by Ethiopian migrants on their journey to South Africa and the factors behind it. With the intensification of border closures due to multiple factors, including the COVID-19 pandemic, we examine the shift in the nature and trend of smuggling and how it is reflected in inequalities experienced by Ethiopian migrants in South Africa.

Анализ состояния и развития транспортной системы Северного морского пути

The authors analyze the state and development of the Northern Sea Route transport system; compare the intensity and volume of cargo traffic along the southern route through the Suez Canal and along the Northern Sea Route at the present time. They show the structure of domestic and import-export cargo traffic along the Northern Sea Route, and access the possibilities of increasing cargo traffic by 2024 and 2035. The authors analyze the state of ports along the Northern Sea Route and outline the need to improve the infrastructure of the entire transport system, the creation of hub ports, and the construction of powerful nuclear icebreakers of a new generation in order to develop an international transit route based on year-round navigation along the Northern Sea Route.

West of Slavery: The Southern Dream of a Transcontinental Empire by Kevin Waite

Reviewed by: West of Slavery: The Southern Dream of a Transcontinental Empire by Kevin Waite Karl Jacoby (bio) Transcontinental railroad, Slavery, Southern history, Western history West of Slavery: The Southern Dream of a Transcontinental Empire. By Kevin Waite. (Chapel Hill: University of North Carolina Press, 2021. Pp. 372. Paper, $29.95.) It has long been axiomatic that the victory of the United States in the U.S.-Mexico War of 1846–48 catalyzed the Civil War less than a decade and a half later. As no other than Ulysses S. Grant remarked in 1885, "The Southern rebellion was largely the outgrowth of the Mexican War." In West of Slavery, Kevin Waite offers a detailed account of what rendered the seizure of new territories from Mexico so inflammatory. His answer hinges on a multi-layered excavation of how white advocates of enslavement in the mid-nineteenth century imagined incorporating the new territories of Texas, New Mexico, Arizona, Utah, and California into a vast slave system that Waite dubs the "Continental South." Even though the traditional crops of the Slave South—cotton, sugar, and tobacco—were not well suited to the arid lands of the Far West, proslavery southerners, Waite shows, still imagined these new territories as integral to enslavement's future in the United States. One of the initial efforts to knit together the West and South was through the construction of what some white southerners took to calling "the great slavery road": a railroad linking the cotton-growing states of the South with the United States's newly acquired ports on the Pacific Coast [End Page 316] and, from there, to the burgeoning markets of Asia. Waite's well-crafted discussion of white southerners' advocacy for a southern route for the transcontinental railroad in turn illuminates the larger stakes of his project, especially in relation to current historiographical debates over slavery and capitalism. White southerners may have embraced the railroad, their era's leading symbol of modernity, enlisted the power of the federal government in an effort to make their vision a reality, and shown themselves susceptible to the same profit motive and market forces as capitalists elsewhere. But they did so in the service of a political economy that remained resolutely regional and defined in opposition to what white southerners imagined to be the prevailing conditions in the North. Western expansion, according to Waite, only exacerbated these tensions by providing new stakes over which to struggle. The transcontinental railroad, of course, would have to wait until the 1860s to become a reality. When it did, the exigencies of the Civil War ensured that the rail line bypassed the southern route favored by proslavery advocates. But throughout the antebellum period, transplanted white southerners proved remarkably adept at shaping local politics in the Far West. Although California was nominally a free state, white southerners succeeded in bringing about in 1852 the passage of a Fugitive Slave Act that stipulated that any enslaved African American brought to the West Coast before California statehood remained enslaved, so long as their enslavers ultimately planned to remove them out of the state at some later date. When African Americans challenged this law, the California Supreme Court ruled against them in a decision that, Waite notes, "prefigured the Dred Scott decision of 1857 by sustaining slaveholders' rights to carry their human property across free soil without risk" (99). In New Mexico, transplanted southern whites managed to pass laws protecting the enslavement of African Americans that were every bit the equal of slave codes in the states of the Deep South. Other white southerners readily transitioned to keeping Indigenous people in bondage, such as the Tennessee-born Cave Couts, who worked his extensive holdings in Southern California with a force of Indian debt peons, indentured apprentices, and convict laborers—all forms of unfree Native labor legal in California in the 1850s. Couts and other elite white southerners emerge as the primary actors of Waite's narrative. One gets occasional glimpses of enslaved African Americans in California sending back money to their family members still in bondage in the South or of Black Californians hosting "Colored [End Page 317] Conventions." But the "Continental South" discussed in West of...

Risk Assessment of Ship Navigation in the Northwest Passage: Historical and Projection

Shipping volumes in the Northwest Passage are likely to increase under climate change due to the distance advantage over traditional routes and the special strategic location of the Arctic. However, the harsh environment and poor channel conditions may pose a considerable risk to ship navigation. To ensure the safety of ships, understand the navigability of the route, and plan the sustainable use of the Northwest Passage, it is crucial to provide a quantitative risk assessment. Here, we present an analysis of several natural risks faced by ships in the Northwest Passage based on available datasets and use climate model simulations to project the navigability changes. The results showed that: (1) The sea-ice risk to ships in the Northwest Passage has been significantly reduced over the period 1979–2019, and the risk for Polar Class 6 (PC6) ships has decreased more rapidly than for general open-water (OW) ships. The difference in ice-breaking capacity further affects the seaworthy season, with the second seaworthy month being August for OW ships and October for PC6 ships, in addition to the commonly best September. (2) Low visibility is a more common form of adverse weather than strong wind for navigation in the Northwest Passage, mainly on the northern route, although pilotage conditions appear to be improving in September. (3) According to the comprehensive risk map, the distribution of risk is dominated by sea ice. The southern route of the Northwest Passage is superior to the northern route in terms of both sea ice and weather conditions, but there is a risk of shallow water. (4) For the northern route, which has greater transport potential, projections suggest that the sea-ice risk will be steadily lower than any extreme light ice year observed historically whether for the ship class OW or PC6 by 2050, with an increase of 50–80 navigable days, and the navigable period could be from June to January of the following year for PC6 ships by 2100. Our results provide valuable information for ships planning to pass through the Northwest Passage.

South to Freedom: Runaway Slaves to Mexico and the Road to the Civil War

The dominant narratives of slavery in the United States depict a runaway's route to freedom as a constant movement to the northern United States or Canada via the Underground Railroad. Alice Baumgartner details the importance of the less-explored phenomenon of enslaved people in the United States who opted to flee south to Mexico. In South to Freedom: Runaway Slaves to Mexico and the Road to the Civil War, Baumgartner goes beyond just offering a narrative of the alternate direction to freedom and argues that enslaved African Americans who took the southern route played a critical role in sectional conflicts over slavery in the United States. The book begins in the early nineteenth century and ends in 1867, after the United States abolished slavery. In this time frame Baumgartner illustrates how as slavery expanded across the southern United States, Mexican leaders began restricting and abolishing slavery in their territories, which had consequences for the United States.Baumgartner states that, based on her research, roughly 3,000 to 5,000 people fled to Mexico for freedom, which is a fraction of those estimated to have fled to the north (p. 4). The thorough analysis of consular records, correspondence, court cases, and newspapers paints a vivid picture of the complexities of this period. In 12 chapters the book seamlessly moves between slavery in Mexico and the United States and displays the overlaps that resulted in political, legal, military, and moral conflicts. The first three chapters provide a brief overview of the history of slavery in the United States and Mexico. These chapters narrate the central role that US settlement in the Mexican region of Téjas would play in the 1830s and detail reactions to Mexico's calls for slavery's abolition, ultimately accomplished by 1837. Baumgartner's work forces us to seriously consider the macro- and microlevel consequences of shifting borders. Chapters 4 and 5 engage the responses of officials in both Mexico and the United States to abolition and the complicated position of Téjas as US settlers moved to this Mexican region with the idea of expanding slavery there. Chapters 6 and 7 emphasize the central role of slavery in the Texas Revolution (1835–36) and in the United States' 1845 annexation of Texas. Chapter 8 explains the US-Mexican War (1846–48) and the increased hostilities regarding slavery after the United States took over more than half of Mexico's territory and newly incorporated western states like California and New Mexico drafted constitutions to prohibit slavery against Southern slaveholding state politicians' wishes.Throughout the book Baumgartner includes the actions that runaways took, yet the later chapters provide more thorough analyses of the broader consequences of these actions. Chapter 9 focuses on the agency and ingenuity of runaways who fled to Mexico for freedom as they joined military colonies, moved to cities, or hired themselves out as labor on haciendas. Enslaved people knew of the abolition of slavery in Mexico and took advantage of that knowledge to flee, whether on foot or hiding on ships as stowaways. Chapter 10 addresses US settlement of former Mexican territories after the US-Mexican War and the on-the-ground consequences of competing national and regional laws regarding slavery. Chapter 11 addresses African Americans in Mexico seeking US citizenship. Chapter 12 focuses on the American Civil War and ends with the role of Maximilian, installed by the French as emperor of Mexico, to demonstrate how slavery wove the national contexts of the United States and Mexico together.A boon for future researchers is how Baumgartner details a wide range of special collections and city, state, and national archives across Mexico and the United States that hold information on runaway African Americans fleeing to Mexico. This work also pushes us to ask further questions. What African-descended communities already existed in Mexico during the nineteenth century? What happened to people years after they arrived in Mexico? What happened to runaways' descendants in Mexico? These questions do not suggest oversights in the work under review. Instead, they highlight the significance of this work in getting us to ask more questions about this crucial topic and time.Through well-sourced accounts, Baumgartner demonstrates the similarities between the southern and northern routes to freedom in terms of the types of actors assisting in escapes, the potential exploitation of runaways, the possibility of capture, and limited employment opportunities once runaways arrived to free spaces. The individual circumstances collectively tied together the broader regional and national contexts of the United States and Mexico and played a crucial role in the sectional conflicts that would lead to the American Civil War. South to Freedom will be insightful for the general reader and informative for students of comparative slavery and freedom; it also adds intriguing angles of query for historians of the United States and Mexico.

Early modern human migration into Sulawesi and Island adaptation in Wallacea

ABSTRACTMaritime migration and island adaptation by anatomically modern humans (AMH) are among the most significant current issues in Southeast Asian archaeology and directly related to their behavioural and technological advancement. In the center of this research hotspot are the Wallacean islands, situated between the Pleistocene landmasses of Sunda and Sahul. Two major migration routes have been suggested for the initial maritime migration from Sunda via Wallacea into Sahul, a northern route into the region of New Guinea and a southern route leading into northern Australia. Here, we report the outcomes of new archaeological research in Central Sulawesi, the most likely entry location for the northern route. Based on our latest findings and new C14 dates from Goa Topogaro 2, we discuss the evidence and timeline for the migration of early modern humans into the Wallacean islands and their adaptation to insular environments during the Late Pleistocene.

Study on Ecological Risk Evaluation and Optimum Selection of Desert Expressway Schemes Based on the Two-Dimensional Cloud Model

Aimed at the fragile ecological environment in desert, once the resources along routes are destroyed, it will be difficult to restore the original ecological equilibrium in a short time. This paper studies the ecological-equilibrium-oriented risk evaluation of desert motorway schemes in order to choose route schemes reasonably and prevent the sandstorm aggravation caused by ecological damage. Having insight into the special geographical environment and road construction characteristics of Tengger Desert, the research establishes an index system for the ecological risk evaluation in desert areas from five aspects: the interference of living environment of animals and plants, the destruction of natural ecological landscapes, the pollution of water and soil resources, the development and utilization of natural resources, and the sand fixation of plants and the subsequent maintenance; then it confirms each evaluation index’s weight by using the set-valued statistics method to transform the description of the evaluation indexes to an interval value and furthermore determines the comprehensive ecological risk evaluation level of the route scheme in virtue of the two-dimensional cloud image MATLAB outputs which takes the ecological damage and remediation cost as the basic variables. By constructing the model under the method above, the ecological risk evaluations of two route schemes in Zhongwei sand crossing section of Wuhai-Maqin Expressway have been made. The result shows that the western route scheme’s evaluation grade is “good,” is better than the southern route scheme, is within the scope of acceptable risk, agrees with the practical project condition, and verifies the applicability and effectiveness of the model for ecological risk evaluation in desert areas.

Application of The PPP Scheme on The Tourism-Transportation, Case Study : The Concept Of Palopo City Tourism

The stipulation of the Palopo City Regional Tourism Development Master Plan 2021 – 2025 makes the Palopo City tourism sector quite optimistic after the beginning of the pandemic. Until 2030, Palopo City targets 250,000 domestic tourists and 1800 foreign tourists. The tourism potential of Palopo City, especially in urban areas is quite promising with the construction of a culinary center and souvenirs, public space activities, and the development of culinary businesses. These potentials must be supported by adequate facilities and infrastructure, including accessibility. Meanwhile, public transportation in Palopo City is considered inadequate and not integrated with each other. The concept of Palopo City Tourism offers the integration of tourism activities in the urban areas of the city of Palopo by providing integrated tourism transportation modes, equipped with supporting infrastructure such as bus stops. However, the implementation of the concept will be constrained by funding problems given the limited regional finances and the demand to prioritize sectors that are more strategic than tourism. This paper will see how the implementation of the PPP scheme in the tourism sector, especially in the transportation aspect, namely in the concept of Palopo City Tourism, both in development, operation and potential benefits. From the results of the analysis of movement patterns and the location of tourist objects, 3 optimal routes were chosen that could accommodate the movement of tourists, namely the southern route, western route and northern route. From the results of the analysis of infrastructure needs, it is necessary to develop infrastructure in the form of shelters and pedestrian paths and their accessories at tourist attraction points and several commercial areas. In addition, several PPP financing schemes are also proposed which are considered suitable for the City Tour Palopo concept, including Concessions and Affermage/Lease schemes, such as Service Contracts and Management Contracts, Design-Build-Finance-Operate/Maintain (DBFO, DBFM or DBFO). /M), Build-Own-Lease-Transfer (BOLT).

Tourism Destination Marketing Challenges and Prospects: The Case of the Southern Route of Ethiopia

Tourism destinations these days focus on tourism development with little marketing attention. This study’s main aim is to assess destination marketing challenges and prospects in the Southern Ethiopian Route. The study employed a descriptive research design with a mixed research approach. Data were collected from tourists, culture/tourism experts, security personnel, road authorities and tourism businesses through questionnaires, interviews and FGD who were approached through convenience and purposive sampling techniques. The study revealed tourists are more impressed by cultural diversity which is a motivating factor, hospitality and natural attractions. Security, accessibility and quality of service are aspects tourists wouldn’t like to recommend. Furthermore, seasonality, cost of media and security threats are the main challenges faced by tourism businesses. Previous image, accessibility and security are challenges faced by DMO. The destination is lagging in marketing activities compared with its immense tourism potential. The study approaches destination marketing in a tourist route context, which makes it unique from previous enquiry attempts. Theoretical and practical implications are also forwarded.

ILLEGAL DRUG TRADE IN PAKISTAN-AFGHAN RELATIONS (SINCE THE END OF THE 20th CENTURY — PRESENT)

The article discusses the role of illegal drug trafficking in Pakistani-Afghan relations. The author explores the emergence and development of drug production in the zone of Pashtun tribes on the Afghan-Pakistani border. Attention is also paid to drug production in Pakistan in the 1980s. In the 21st century Pakistan is a part of two Afghan drug-trafficking routes (the Balkan Route and the Southern Route), allowing illegal drug shipments to Europe, Southeast Asia, Australia and Oceania, as well as to North America.

The Role of Trade in the Conversion to Islam and in the History of the Volga Bulghars

The trade-network of Afro-Eurasia changed radically in the 9th–10th centuries, instead of the former east-west routes the south-north came to the fore. The Volga-Kama region became the most important port of trade between the Islamic world and Eastern Europe in the beginning of the 10th century which set in motion the formation of the Volga Bulghar state and the conversion to Islam. The Volga Bulghars are mentioned in the Muslim sources as the center of trade. Ibn Faḍlān, al-Masʿūdī give a detailed picture of this intensive trade. The Muslim dirhams came from Samanid mints to the Volga region and the Volga Bulghar merchants bought northern merchandise (furs, slaves, wax, honey etc.) in the 10th century. Al-Muqaddasī gives an exhaustive list of trade goods from the Volga Bulgar area at the end of the 10th century. After the disappearance of the silver dirhams in the first decades of the 11th century the state of the Volga Bulghars remained a significant trade center. The Muslim maps of Ibn Ḥawqal, Maḥmūd al-Kāshġarī and al-Idrīsī reflect a river system called Etil which is waterway commercial network. It connects Central Asia via Siberia with the Volga-Kama region, the northern regions can be reached on the way along the Kama and perhaps the Vyatka, the northeastern network includes the Oka, Unzha and upper Volga. The southern routes represent the lower Volga from the territory of Volga Bulghars to the Caspian Sea and the Volga-Don portage plus the lower Don until its estuary to the Azov Sea.

Quelques considérations sur la relation entre le Paléolithique chinois et le Paléolithique japonais

We present a description of the cultural connection between the Chinese and Japanese Paleolithic as the main topic of this article. In this special issue, Takehana and his collaborators discuss the relationship between Paleolithic culture in Hokkaido of north Japan and the coastal Siberian Paleolithic culture. Accordingly, we focus on the Paleolithic cultures of Paleo-Honshu Island and China. This region is made up of three large islands: Honshu, Shikoku, Kyushu, and several islets on their periphery. However, these islands were once connected to each other during the Ice Age and formed one large island: PaleoHonshu Island. Now, the East China Sea, the Yellow Sea, the Bohai sea and the Sea of Japan separate these islands from the Asian mainland. It appears that human beings who lived before Homo sapiens must have used the land bridge as the passage from the mainland to this region because their sea-crossing ability was extremely poor. We assume that because Homo sapiens of the Upper Paleolithic also chose narrow and shallow seas that were easy to cross for moving from the Asian mainland to the Paleo-Honshu Island, their migration did not happen at any time other than during the cold period that caused marine regression. In this article, we present three routes connecting the Asian mainland and Paleo-Honshu Island. The first is the southern route that connected southern China and south Kyusyu via Taiwan, the Sakishima Islands, the Yaeyama Islands, the Ryukyu Islands, and the Amami Islands. The second route is the western route that reached Kyushu through the Korean Peninsula and is thought to have passed through the so-called three seas Plain (a vast land area formed by the drying up of the East China Sea, the Yellow Sea, and the Bohai Sea). The third route is the northern route that passed through the Sakhalin Island and Hokkaido, reaching the northeastern part of Honshu. We think that gateways from the Asian mainland to the Paleo-Honshu Island might be limited to these three routes. However, the southern route presents a challenge. In the northern part of this series of islands, the Tokara Strait interrupted the passage from the Osumi Islands to the Amami Islands since it was so deep that it never dried up at any time.In addition to those, the distribution of the Paleolithic sites in China had remained roughly south of 40 degrees north latitude until 62,000 years ago. Therefore, it appears that paleolithic culture began to flow into Japan through the northern route after 62,000 years ago. For this reason, it is assumed that befor those years, the only route for cultural diffusion from the Asian mainland to Japan was the western route.

Arctic sea ice variation in the Northwest Passage in 1979–2017 and its response to surface thermodynamics factors

Sea ice conditions in the Canadian Arctic Archipelago (CAA) play a key role in the navigation of the Northwest Passage (NWP). Limited by observed sea ice thickness data, the research of temporal and spatial variation of sea ice in the NWP is insufficient. Based on the observed sea ice concentration and simulated thickness data, the temporal and spatial characteristics of sea ice concentration, extent and thickness from 1979 to 2017 in the NWP of the CAA were studied. The more specific pathways of the northern and southern routes of the NWP were evaluated. Against the background of the rapid retreat of Arctic sea ice, the 39-year observed sea ice concentration and extent of the NWP exhibited a relatively large decreasing trend in summer and fall, while heavy sea ice conditions were maintained in winter and spring, with slightly increasing trend in some subregions. The sea ice thickness in most subregions of the NWP showed a decreasing trend, with exception of Lancaster Sound. The sea ice thickness was larger along the northern route than the southern routes. The significant correlation (p < 0.05) between sea ice and surface air temperature (SAT) and sea surface temperature (SST) in the NWP suggested that the surface thermodynamic factors had a greater impact on sea ice in the summer and fall, and the variations of sea ice concentration were more closely correlated with the surface thermodynamic factors than sea ice thickness. The SST had a higher correlation with sea ice concentration than SAT, while SAT exhibited a higher correlation with sea ice thickness than SST. The remaining sea ice concentration and thickness in the fall, associated with the summer and fall SAT and SST, contributed to the formation of sea ice in the following winter and spring. The heat content and mixed layer depth were also be considered as the vertical thermodynamic factors to the sea ice condition in the NWP.

Origin of ethnic groups, linguistic families, and civilizations in China viewed from the Y chromosome

East Asia, geographically extending to the Pamir Plateau in the west, to the Himalayan Mountains in the southwest, to Lake Baikal in the north and to the South China Sea in the south, harbors a variety of people, cultures, and languages. To reconstruct the natural history of East Asians is a mission of multiple disciplines, including genetics, archaeology, linguistics, and ethnology. Geneticists confirm the recent African origin of modern East Asians. Anatomically modern humans arose in Africa and immigrated into East Asia via a southern route approximately 50,000 years ago. Following the end of the Last Glacial Maximum approximately 12,000 years ago, rice and millet were domesticated in the south and north of East Asia, respectively, which allowed human populations to expand and linguistic families and ethnic groups to develop. These Neolithic populations produced a strong relation between the present genetic structures and linguistic families. The expansion of the Hongshan people from northeastern China relocated most of the ethnic populations on a large scale approximately 5300 years ago. Most of the ethnic groups migrated to remote regions, producing genetic structure differences between the edge and center of East Asia. In central China, pronounced population admixture occurred and accelerated over time, which subsequently formed the Han Chinese population and eventually the Chinese civilization. Population migration between the north and the south throughout history has left a smooth gradient in north-south changes in genetic structure. Observation of the process of shaping the genetic structure of East Asians may help in understanding the global natural history of modern humans.

Implementation of Cleanliness, Health and Environmental Sustainability Guidelines in Restaurants around the Southern Java Crossing Route in Ciamis Regency

This study aims to determine the extent to which restaurants on the southern route of Java in Ciamis district implement standard health protocols for Cleanliness, Health, Safety and Environmental Sustainability (CHSE) in order to prevent the spread of the COVID-19 outbreak. This standard health protocol refers to the health guidebook in hotels and restaurants (CHSE) that has been issued and published by the Ministry of Tourism and Creative Economy. This research was conducted as a measuring tool as a control reference in the implementation of the CHSE health protocol, especially in restaurants in the southern route of Java, Ciamis district. This study used a survey research method approach with data collection techniques through interviews; observation, and literature study. The population in this study were restaurants located on the southern route of Java in Ciamis Regency with a non-random sampling technique, namely accidental sampling. The results of this study indicate that the implementation of general guidelines and specific guidelines for CHSE health protocols is still not going well.

The Indo‐European flyway: Opportunities and constraints reflected by Common Rosefinches breeding across Europe

AbstractAimThe configuration of the earth's landmasses influences global weather systems and spatiotemporal resource availability, thereby shaping biogeographical patterns and migratory routes of animals. Here, we aim to identify potential migratory barriers and corridors, as well as general migration strategies within the understudied Indo‐European flyway.LocationEurope, Central Asia.Major taxon studiedCommon rosefinches.MethodsWe used a combination of theoretical optimization modelling and empirical tracking of Common Rosefinches (Carpodacus erythrinus) breeding across a large latitudinal gradient in Europe. First, we identified optimal migration routes driven by wind and resource availability along the Indo‐European flyway. Second, we tracked rosefinches from five breeding populations using light‐level geolocators. Finally, we compared to what extent empirical tracks overlapped with the modelled optimal routes.ResultsIn autumn, theoretical wind driven migration routes formed a broad‐front corridor connecting Europe and the Indian Subcontinent while the theoretical resource driven routes formed a distinct north‐south divide. The latter pattern also reflected the rosefinch tracks with all but the most southerly breeding birds making a northern detour towards non‐breeding sites in Pakistan and India. In spring, the resource availability model predicted a similar migratory divide, however, the southern route seemed relatively more favourable and closely matched with the optimal wind driven migration routes. Spring tracking data showed larger overlap with the modelled wind driven migration routes compared to the resource driven routes.Main conclusionsOptimal wind and resource driven migration routes along the Indo‐European flyway are seasonally specific and to a large extend do not overlap with one another. Under these conditions, migratory birds adopt seasonally distinct migration strategies following energy minimization strategy in autumn, driven by resource availability, and time minimizing strategy in spring, driven by wind conditions. Our optimal migration models can be applied worldwide and used to validate against empirical data to explain large‐scale biogeographic pattern of migratory animals.