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1
Abdusalamov, M.-P. B., Sh A. Magaramov, and Z. A. Khalaev. "DEVELOPMENT OF THE WESTERN CASPIAN MARITIME TRADE IN THE FIRST HALF OF THE 18th CENTURY." History, Archeology and Ethnography of the Caucasus 13, no. 4 (2017): 5–12. http://dx.doi.org/10.32653/ch1345-12.
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The article deals with the development of trade contacts between Russia and Oriental countries that were carried out through the western and southern coasts of the Caspian Sea in the first half of the 18th century. Since the early Middle Ages, the Russians had been contacting with the population of the Caspian Sea regions and Oriental countries via the Volga-Caspian Route. The western coast of the Caspian Sea, in contrast to the eastern one, had significant merchant harbors (Derbent, Nizabad, Baku), which accounted for a great part of international trade turnover. Since the beginning of the 18th century, the transit role of the Caucasian coast of the Caspian Sea had been increasing, Russia was interested in establishing trade and economic contacts with the East, as the main commodity of the Eastern trade - silk - was to be exported to European countries via the Caspian-Volga Route. Therefore, measures were taken to reconstruct the merchant harbors, particularly in Derbent and Baku, the required infrastructure along the western and southern coasts of the Caspian Sea was created, the Caspian flotilla was modernized, and more weight-lifting vessels were built and replaced the busses of the previous century. Transportation of cargo across the Caspian Sea was quite a profitable business, and it was carried out only by Russian sea-going vessels that had been built in the Astrakhan Admiralty established on the order of Peter I. The Caspian trade with the countries of the Caucasus and the Western Caspian Sea regions continued developing in the post-Petrine period. During the period of the Caucasian conquests, Nadir Shah planned to create a strong fleet in the Caspian Sea like that of Russia. For this purpose, the representatives of the English company, Hanway and Elton, were employed by Nadir Shah and were allowed to build ships and sail on merchant ships over the Caspian Sea. However, the Iranian Shah’s plans to create his own fleet in the Caspian Sea, as well as his Dagestan campaign failed.
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Zembatova, B. V., and I. A. Yakovlev. "Problems of Cooperation between the Caspian States: Investment and Legal Aspects." Economics and Management 26, no. 10 (2020): 1080–91. http://dx.doi.org/10.35854/1998-1627-2020-10-1080-1091.
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Aim. The presented study aims to substantiate the objective need for legal regulation of interaction between the Caspian states in the development of Caspian resources as a starting point for balanced economic cooperation.Tasks. The authors develop baselines for analyzing the state of economic cooperation between the Caspian Five countries, laws and regulations adopted by the Caspian states to regulate interaction in the Caspian Sea; analyze the impact of the current legal regulator of relations on the possibility, nature, and directions of cooperation between the Caspian states in the investment sphere and key sectors (energy, trade, transport, etc.).Methods. This study uses general scientific methods of cognition in various aspects to substantiate approaches to analyzing the legal framework of Caspian economic cooperation, identify key problems of regulating the rights of the Caspian Five states as owners of the Caspian Sea, and propose major directions for solving these problems.Results. Analysis of laws and regulations governing the interaction between the Caspian Five states in the usage of the Caspian Sea and its resources in the context of the current stage of development of their relations shows the uncertainty of the legal status of the Caspian Sea to be the main reason for economic problems in the cooperation between the Caspian states. The identified problems determine the selection of approaches to the formation of the fundamentals of legal regulation of interaction between the Caspian states and their application to determining the content of such concepts as “the Caspian Sea as an object of law”, “legal status of the Caspian Sea”, and the principles of formation of norms regulating the legal status of the Caspian Sea serving as the main missing elements of the legal framework of cooperation between the Caspian states – the owners of the Caspian Sea and its resources.Conclusions. Establishing the legal status of the Caspian Sea has become one of the main goals and at the same time a major problem of interaction between the Caspian states in the investment sphere, energy, trade, and transport infrastructure since their unification into the five co-owners of the Caspian Sea. This problem has not been resolved to this day.
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Pylin, A. G. "FEATURES OF TRADE AND ECONOMIC INTERACTION BETWEEN THE CASPIAN REGION COUNTRIES IN THE NEW GEO-ECONOMIC REALITY." Geoeconomics of Energetics, no. 2 (December 10, 2023): 60–71. http://dx.doi.org/10.48137/26870703_2023_22_2_60.
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The paper discusses the structural features of mutual trade and economic relations of the Caspian states in the context of the formation of the Caspian region. The main factors of the development of intra-regional trade of the countries of the Caspian Sea are analyzed, taking into account the changing situation in the world fuel and raw materials markets. Based on the analysis of the connectivity of the Caspian states, it has been established that the formation of the Caspian region is at an early stage. Perspective directions of trade and economic cooperation between the countries of the region are considered.
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Siskos, Evangelos, and Konstantia DARVIDOU. "BILATERAL TRADE AND ENERGY RELATIONS BETWEEN THE EU AND THE COUNTRIES OF THE CASPIAN SEA REGION." Vol 19, No 1 (2020), Vol 19, No 1 (2020) (March 2020): 47–64. http://dx.doi.org/10.35774/jee2020.01.047.
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The European Union and the Caspian countries are important trade partners, although there is still potential for improvement of the cooperation considering the energy security and other issues. The paper analyses trends and structure of trade relations of the EU and Caspian countries. The trade between the regions is about 370 billion dollars. Exports of fuels to the EU are the main component of the trade between the regions. Therefore energy transportation projects are an important issue in the agenda for the international relations. A gravity model for the exports of fuels is presented. The model considers demand in the EU importing country, total fuel exports of an exporting Caspian country as an indicator of exporting supply capacities and in some cases energy self-sufficiency of an importing country. Distance turned out to make an insignificant effect on the energy trade. The analysis helps to determine undertraded and successfully exploited bilateral energy trade links between the individual EU and Caspian countries. The model showed that Greece is among the most relatively intensive importers of fuels from the Caspian region. JEL: F10, F13, F15, Q4.
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Toropitsyn, Ilya V. "“Imperial Habit”: Russia’s Attempt to Gain a Foothold on the Eastern Coast of the Caspian Sea in the Era of Peter the Great." Journal of Frontier Studies 7, no. 1 (2022): 17–33. http://dx.doi.org/10.46539/jfs.v7i1.367.
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The article displays one of the directions of Russia’s foreign policy during the reign of Peter the Great, namely, an attempt to gain a foothold on the Eastern coast of the Caspian Sea for further advancement through the Central Asian states to India in order to establish direct trade relations. The paper analyzes the goals and objectives set up by Peter the Great to Prince A. Bekovich-Cherkassky to initiate a new trade route to India from the Caspian Sea basin. Russia’s steps aimed at creating a foothold on the Eastern coast of the Caspian Sea are being considered. The adopted scientific ideas about the number of strongholds in the Caspian region founded by Russia in 1716 are analyzed. The Russian-Turkmen relations are described during the period of Russia’s activity in the Caspian region and after the failure of the Khiva expedition of 1717. The fate of Russian fortress-cities in the eastern Caspian region is traced. The assessment of the actions of Prince A. Bekovich‑Cherkassky on the implementation of Russia’s policy in the Caspian region is given in the context of Peter the Great’s plans.
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MAMMADOV, Rustam. "THE ROLE OF AZERBAIJAN PARTICIPATION IN THE FORMATION OF THE TRANS-CASPIAN TRANSPORT CORRIDOR." Vestnik BIST (Bashkir Institute of Social Technologies), no. 2(51) (June 30, 2021): 37–45. http://dx.doi.org/10.47598/2078-9025-2021-2-51-37-45.
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The Trans-Caspian International Transport Route has great potential for the development of trade relations between Europe and Asia. Azerbaijan, which is considered to be an important point on the East-West trade route, is extremely interested in the development of this road and the expansion of its transit opportunities. Measures to develop the transport system in the republic are also important for the development of the Trans-Caspian Transport Corridor. Significant steps have been taken in Azerbaijan to develop road, rail and sea transport. Passenger and cargo transportation is carried out on the routes Baku — Aktau and Baku — Turkmenbashi in the Caspian Sea. Nevertheless, the Trans-Caspian transport route is not yet one of the main routes. This is largely due to the presence of bureaucratic barriers and the lack of completion of the modernization of transport infrastructure and logistics systems in the Caspian basin countries. Elimination of these problems, simplification of border crossing procedures and creation of modern logistics centers are important conditions for the development of the TransCaspian Transport Corridor.
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Zhil’tsov, S. "The Caspian Region: New Processes." Russia and New States of Eurasia, no. 1 (2023): 57–67. http://dx.doi.org/10.20542/2073-4786-2023-1-57-67.
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The Caspian region has entered a new stage of its development. The geopolitical rivalry over the choice of routes for the export of hydrocarbon resources to foreign markets, as well as the fierce negotiation process in light of the preparation of the Convention on the international legal status of the Caspian Sea have overshadowed the issues of economic cooperation between the countries of the region. Implementation of transport projects, expansion of shipping, and growth of mutual trade turnover became priority issues in the policies of the Caspian littoral states and countries that are not members of the Caspian Five. These processes give Russia new opportunities to strengthen its position in the Caspian Sea and at the same time require it to take new approaches to realization of its national interests.
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Dalgat, Elmira M. "THE TOWN AND THE SEA. PETROVSK AT THE CASPIAN SEA." History, Archeology and Ethnography of the Caucasus 17, no. 4 (2021): 859–73. http://dx.doi.org/10.32653/ch174859-873.
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The article attempts to demonstrate the transformation of the Russian military fortification Petrovskoe at the coast of the Caspian Sea into the large industrial center of the Dagestan region in the second half of the 19th – early 20th centuries, as well as to examine the role of the seaport in its economic development. Since 40s of the 19th century, the fort Petrovskoe was a transit point for cargo, transported by sea from Astrakhan for the Russian army, which was involved in war in Dagestan. The author considers the development of sea trade between Astrakhan, Baku and Petrovsk after the latter received the status of a city. The role of Petrovsk in the international trade in the Caspian Sea is shown. As new sources, we introduced data from the Statistical Committee of the Dagestan Region from the Central State Archives of the Republic of Dagestan, as well as materials from the collections of the State Historical Archives of the Republic of Azerbaijan. When writing the article, the author involved works of domestic and global historiography. The methodological basis of the article is the principle of historicism, which presupposes the study of any phenomenon in specific historical conditions and connections, as well as taking into account the decisive role of economic foundations for the development of society. The article reveals the development of Petrovsk and its seaport in the second half of the 19th – early 20th centuries, when Dagestan was integrated into the economic life of the Empire. Archival materials, published sources and historical literature were used when writing the paper. The author highlights that in the following third of the 19th century, sailing ships were replaced by steamships in the Caspian Sea. The place, occupied by the Petrovsky port among the ports of Russia in the Caspian is demonstrated. The article considers the goods brought to Petrovsk by sea and exported from it. The foundation of the textile factory “Caspian Manufactory” in Petrovsk in 1899 became possible thanks to the port. The construction of the Vladikavkaz railway intensified its role in the 90s of the 19th century. The author comes to the conclusion that the city of Petrovsk and its port played an important role in the process of integration of Dagestan into the economic space of the Russian Empire, and in the emergence of capitalist relations in the region.
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Kornoukhova, Gadilya, and Marina Moseykina. "Commercial activity of the Russian shipping company “Caucasus and Mercury” in Persia in the context of public-private partnership in the second half of the 19th — early 20th centuries." OOO "Zhurnal "Voprosy Istorii" 2021, no. 04-1 (2021): 94–108. http://dx.doi.org/10.31166/voprosyistorii202104statyi07.
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The article analyzes the activities of the joint-stock shipping company «Caucasus and Mercury» in the Persian market, reveals its place in trade and economic operations in the Caspian region as a whole. The authors aim to find out the degree of effectiveness of public-private cooperation in the development of a separate transport company, «Caucasus and Mercury», as well as the nature of the impact of this partnership on the development of commercial shipping in the Caspian Sea. The authors analyzed the processes that took place in Russian government and private business circles in the field of merchant shipping in the Caspian Sea.
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Larin, A. B. "STRENGTHENING OF RUSSIA’S POSITION IN THE SOUTHERN CASPII IN THE 1840S IN THE CONTEXT OF RUSSIAN-IRANIAN RELATIONS." Vestnik Altaiskogo Gosudarstvennogo Pedagogiceskogo Universiteta, no. 49 (December 1, 2021): 98–103. http://dx.doi.org/10.37386/2413-4481-2021-4-98-103.
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The article is devoted to the policy of Russia in the south of the Caspian Sea in the 1840s. It is shown that due to the use of the advantages provided by the Turkmanchay Treaty of 1828, the Russian Empire managed to significantly strengthen its position in the region: it expanded its naval presence, achieved significant success in combating piracy and stabilizing the region, and created conditions for the development of trade. Special attention is paid to the establishment of steamship communication in the Caspian Sea.
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Oh, Jinhwan, Bekzod Yuldashev, and Soo Hyun Moon. "Where is Uzbekistan’s trade and where should it be directed? Gravity analyses for being doubly landlocked." International Area Studies Review 21, no. 1 (2017): 68–84. http://dx.doi.org/10.1177/2233865917745959.
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This study applies the gravity model to describe Uzbekistan’s trade pattern, based on which several policy implications are made. We find that Uzbekistan’s estimated trade flows with Ukraine, Russia, China, and South Korea are much more than the actual flows, while the country’s economic contacts with its neighboring countries (Tajikistan, Kazakhstan, Kyrgyzstan, and Azerbaijan) are far less than expected. This suggests that Uzbekistan should strive to increase trade with neighboring countries, through taking part in a free trade agreement between countries of Central Asia, or strategically using neighboring countries bordering the Caspian Sea and Arabian Sea.
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Latsabidze, Alexander. "THE ROLE OF THE CASPIAN SEA REGION IN THE GLOBAL ENERGY SECURITY SYSTEM." Near East and Georgia 14 (December 15, 2022): 131–49. http://dx.doi.org/10.32859/neg/14/131-149.
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The Caspian Sea has traditionally been the center of conflicting geopolitical interests of both regional and non-regional powers. The struggle for influence in the Caspian Sea region has its historical counterpart. In the early eighteenth century, Russia, the Ottoman Empire, and weakened Persia vied with each other for influence on the Caspian Sea. The mentioned process can be compared to the events caused by the collapse of the Soviet Union at the end of the twentieth century. The activity of the world's leading states in Central Asia and the Caspian region is manifested in various forms, in particular - diplomatic, economic, military, and finally, it reflects the main geopolitical reality, the growing rivalry for energy resources. The region has geostrategic importance and plays the role of a bridge in the supply of energy carriers between East and West. Thus, finding an optimal transit route for oil and natural gas is one of the main concerns facing the states of the Caspian region. After the Cold War, the struggle for resources in the region is one of the most important geopolitical events. In today's international system, energy carriers, are the most important factor, contributing to security, but at the same time creating regional and international conflicts. The increased demand for energy carriers in the world leads to the active involvement of external forces in the ongoing processes in the region, often geopolitically opposed parties. The Caspian Sea and the Central Asian region are important not only for energy resources, trade and economic opportunities but also for geopolitical security and ancient cultural and civilizational importance. Considering the geopolitical and geostrategic importance of the region, special attention is paid to issues of security both in the Caspian Sea basin region and beyond. The region's energy reserves, trade and transport corridors influence regional and trans-regional actors in the field of stability and security. All countries bordering the Caspian Sea are rich in hydrocarbons, which is why energy plays an important role in the region's geopolitics. According to H. Morgenthau, the main component of power is natural resources, which are divided into food and raw materials. H. Morgenthau believes that after the First World War, oil became an industrial and military source of energy. According to him, the need for oil reserves changed the importance of the power of the great powers. Great powers try to control these oil reserves and deprive their competitors of access to them, thus shifting the distribution of power in their favor. In addition to the five littoral states of the Caspian Sea, other regional and global states (USA, Europe, China) are also interested in being represented in the region to protect their interests using political, and economic means. The main goal of the research is to determine the influence of regional and global players on the balance of power in the Caspian region after the collapse of the Soviet Union and to determine their role and positions in the search for alternative ways to transport energy resources.
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Astashkin, Ruslan. "The Significance of the Shirvan Region for the Volga-Caspian Trade Transit in the 16th–17th Centuries (a Case Study of the Moscow Company)." Journal of Economic History and History of Economics 25, no. 3 (2024): 409–33. https://doi.org/10.17150/2308-2488.2024.25(3).409-433.
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This article attempts to assess the practical importance of the Shirvan region, located near the Caspian Sea, for the Volga-Caspian trade route, which connected the Russian state with Persia during the 16th–17th centuries. The reports of agents from the London-based “Moscow Company”, which conducted transit trade in Asian markets with the sanction of Ivan IV’s government, are analyzed as historical sources. The study examines the experiences of English expeditions operating in the Caspian basin, circulating between Astrakhan and the ports of Shirvan. It is established that the Shirvan coast, with its relatively convenient harbors, initially served as the terminus of the “English” version of the Volga-Caspian transit. Additionally, both commercial and logistical centers of British entrepreneurial activity were based in the Shirvan region, particularly in its capital, Shemakha. The article raises the question of the specific reasons that underpinned Shirvan’s unique significance in this context. It is demonstrated that this phenomenon was rooted in a complex combination of natural, geographic, economic, and political factors. Furthermore, the article compares the “Shirvan route” with alternative branches of the Volga-Caspian path, which also attracted the attention of English merchants. The results of this study can be applied to the in-depth exploration of the Moscow Tsardom and Persia’s positions in the global trade system during the Early Modern period.
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Hutson, Nathan, and Jahan Taganova. "A New Strategy for Merging the Environmental and Commerce Challenges of the Caspian." Central Asian Journal of Water Research 9, no. 2 (2023): 76–102. http://dx.doi.org/10.29258/cajwr/2023-r1.v9-2/76-102.eng.
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Recent geopolitical events have thrust the Caspian region into a time of unparalleled opportunity. Specifically, the Middle Corridor (“MC”) has been presented as a potential savior for trans-Eurasian commerce. At the same time, its success relies on a sea that is in an ecologically precarious state. Saving the Caspian for all future uses, including trade, will require unprecedented engagement and coordination amongst all its bordering states. This paper proposes a strategy for using the newfound focus on the MC to highlight its inherent connection to the Sea’s ecological precarity – thereby linking strategies of developing Trans-Caspian commerce with the efforts to preserve the Sea’s ecology against both existing and emerging threats. The paper begins by summarizing recent geopolitical developments connected to the MC that have accentuated the Caspian’s global importance for commerce. It then explores a related challenge – the simultaneous efforts of several littoral states to pursue desalination of Caspian seawater at a time when the Sea’s level is already declining from pre-existing causes. While these are two separate issues, we argue that they are, in fact, interrelated and that the coordination and governance challenges for improving commerce are very similar to those necessary for regulating desalination. Next, we analyze the challenge of regulating desalination in the context of water geopolitics and the unique features of the current Caspian Treaty. Finally, we review the language of the existing Caspian Treaty to identify areas where enhancements are necessary to better reflect both emerging challenges.
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Magomedhabib R., Seferbekov. "Historiography of the Caspian flotilla." Kavkazologiya 2022, no. 3 (2022): 311–30. http://dx.doi.org/10.31143/2542-212x-2022-3-311-330.
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Based on pre-revolutionary, Soviet and post-Soviet sources and literature, using comparative his-torical, typological, chronological, systemic and retrospective general scientific methods, the arti-cle provides a historiography of the Caspian Flotilla. The beginning of this process dates back to the time of the existence of the medieval Old Russian state and the Grand Duchy of Moscow, dur-ing the years of their existence, trade and economic relations of Russia along the Caspian Sea with the cities and states of the Eastern Caucasus were being established. A significant place in Russian historiography is given to establishing the Muscovite state in the Volga and Caspian basins and the founding of the Russian fortress city of Astrakhan in the Volga delta, which contributed to the development of shipbuilding and shipping on the Caspian Sea and served as a prologue to the founding of the Volga-Caspian military flotilla. Much attention in Russian and Soviet historiog-raphy is paid to the events of the early 18th century, when Russia, under the leadership of Peter the Great, achieved especially splendid victories on the coast of the Caspian Sea. As the authors note, the conquest by the Russian Empire was because of the Persian campaign of 1722–1723. The Western Caspian has changed the balance of power in the geopolitical confrontation between re-gional powers in favor of Peter’s Russia. According to several authors, the Caspian flotilla be-comes important with the coming to power of Catherine II and subsequent Russian emperors. Of particular importance in the confrontation with Persia was the Treaty of Gulistan concluded with it in 1813 and the Turkmanchay Treaty of 1828. In subsequent years, Russia anchored the western coast of the Caspian Sea and the South Caucasus. At the end of the XIX-XX centuries the main base of the Caspian flotilla is in Baku, in connection with which the sailors of the flotilla were drawn into the events of 1905-1907, February-October 1917, the Civil War in the Caucasus, dur-ing which the Volga-Caspian flotilla was created. In the initial period of the Great Patriotic War, the Caspian Flotilla gained the status of a front formation. After the collapse of the USSR, the Caspian flotilla was divided between Russia and Azerbaijan, and the primary base was moved from Baku, first to Astrakhan, and then to Kaspiysk. Extensive pre-revolutionary, Soviet and Rus-sian historiography of the history of the Caspian Flotilla testifies to the importance of the Caspian Sea and the Eastern Caucasus in the geopolitics of Russia from the Middle Ages to modern times.
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Kornoukhova, Gadilya G. "The role of the Russian government in the development of Caspian Sea trade with Persia in the second half of the 19th - early 20th century." RUDN Journal of Russian History 18, no. 3 (2019): 661–82. http://dx.doi.org/10.22363/2312-8674-2019-18-3-661-682.
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This article based on a large body of published and unpublished documents from the Foreign Policy Archive of the Russian Empire (AVPRI). The author analyzes the policy of the tsarist government regarding the development of merchant shipping on the Caspian Sea, and determines its eff ectiveness in the framework of Russian-Persian economic ties in the second half of the 19th and the early 20th centuries. Special attention is paid to the public discourse on the need for borrowing the Western European model for the development of maritime navigation, as well as to the conditions of navigation in the Caspian area in accordance with the natural characteristics and the available port facilities. Also examined are the volume of trade between Russia and Persia, the activities of Russian shipping enterprises, their interaction among themselves, and the state’s intervention in these aff airs. The author concludes that the government´s policy yielded ambiguous results. After pushing for the introduction of steamboats and Liner Service on the Caspian Sea, the tsarist government decided to support only one transport company, the ‘Kavkaz i Merkuriy’, which then swallowed its competitors. Ultimately, the authorities’ investment strategy led to the monopoly and domination of one company, which played a negative role in the development of merchant shipping on the Caspian Sea.
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Hosseinian Yousefkhani, Seyyed Saeed, Amaal Gh Yasser, Murtada D. Naser, and Eskandar Rsategar-Pouyani. "Increased haplotype diversity of Emys orbicularis (Linnaeus, 1758) (Reptilia: Emydidae) in northern Iran." Ecologica Montenegrina 45 (September 9, 2021): 24–32. http://dx.doi.org/10.37828/em.2021.45.5.
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Emys orbicularis is an Old World terrapin that has a wide distribution range from Russia to Iran, Europe, and Northwestern Africa. In this study, we compare the Southern Caspian Sea lineage (in northern Iran) of E. orbicularis with other lineages of this species in Europe using the Cyt b gene fragment. Based on our results, the Caspian Sea lineage shows a high value of PhiPT (> 0.87) in comparison with other lineages that means the lineage isolated more from other lineages. Molecular phylogenetic analyses indicate that Iranian and Caucasus lineages are distinct from other lineages. The Mantel test confirmed the pattern of isolation by distance for the lineages from Western Europe to Asia. These results indicate that the Iranian population has a long history in the Caucasian and Southern Caspian Sea region (> 6 MYA). There are many reasons to conserve this species in Iran, as high inbreeding rates, low genetic variability, accidental events on the roads, and pet trade must be considered in future conservation action plans.
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Kachalova, Alexandra V. "Future Trends in Caspian Littoral States Five-Side Economic Cooperation." Post-Soviet Issues 6, no. 2 (2019): 165–74. http://dx.doi.org/10.24975/2313-8920-2019-6-2-165-174.
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Until lately economic relations of Caspian littoral states were mainly developed on bilateral basis. Level of five-lateral cooperation evidently because of various reasons didn’t matchthe intensity in political dialogue and dynamics of communication in different other segments.Focus on oil and gas sector and aspiration for separation were dominating. Still possible formatsof All-Caspian interaction have been discussed since the Second Caspian Summit 2007. Whileexperience of successful co-working and mutual trust were growing, with new priorities in economic development set (first of all - transport and infrastructure) the Caspian Littoral States started seeking for a suitable common platform. A new chapter for the “Caspian Five” in this segmentwas open with the Convention on the Legal Status of the Caspian Sea signed at the highest levelin August 2018, as well as intergovermental Agreements on cooperation in trade, economic andtransport fields. Decision to organize the first Caspian Economic Forum in Turkmenistan on August, 12 this year under participation of governments’ members and business delegations of thelittoral states is significant. Cooperation in this format can bring a good synergy.
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Abbasova, M. "THE ROLE OF OIL IN THE EMERGENCE AND DEVELOPMENT OF THE PEARL OF THE CASPIAN SEA - BAKU." Scientific heritage, no. 139 (June 25, 2024): 18–21. https://doi.org/10.5281/zenodo.12525860.
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This article provides information about the emergence and development of the city of Baku. It is emphasized here that this settlement on the Absheron Peninsula arose in ancient times. The growth and development of the city was facilitated by the presence of oil, salt and its location in a convenient bay of the Caspian Sea. In the early Middle Ages, the Arabs made a great contribution to the study of the Caspian Sea and the surrounding lands. Later European travelers described Baku as a major port on the Caspian Sea. Since Baku played a big role in trade between eastern countries and Europe. It should be noted that all researchers and travelers were especially interested in the presence of oil on Absheron. The second half of the article states that the development of the oil industry contributed to the influx of foreign capital into Baku, at the forefront of which were the famous Nobel brothers. All innovations related to the development and processing of the oil industry were introduced in Baku. This is the first well in the world, the production of kerosene, the transportation of oil by sea by tankers, and even the extraction of oil from the bottom of the sea already in the 20th century, i.e. in 1949.
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Blum, Douglas. "The Russian Trade-Off: Environment and Development in the Caspian Sea." Journal of Environment & Development 7, no. 3 (1998): 248–77. http://dx.doi.org/10.1177/107049659800700303.
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ZHILTSOV, Sergey. "INFRASTRUCTURE POLICY OF THE CASPIAN STATES: DEVELOPMENT STRATEGY AND GEOPOLITICAL AIMS." CENTRAL ASIA AND THE CAUCASUS 22, no. 2 (2021): 068–77. http://dx.doi.org/10.37178/ca-c.21.2.06.
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In recent years, the Caspian states have been paying increasingly more attention to port infrastructure development. The construction of new facilities and the reconstruction of existing ports received a new impetus. The Caspian states increase their investments in this sphere every year. They have developed national programs that aim to increase the volume of cargo passing through the Caspian states’ seaports. The development of port infrastructure, augmented by new railways, was deliberated by the Caspian states in the context of solving geopolitical problems. The advancement of the negotiation process on the Convention on the Legal Status of the Caspian Sea brought the solution of economic issues to the fore, along with the development of transport and related infrastructure. The signing of this document in August 2018 only raised the interest of the regional states in trade and economic cooperation. Accordingly, one of the key tasks that the Caspian states were facing was port infrastructure development. The construction of new ports was believed to foster achievement of long-term goals. In addition to economic development, first and foremost, of coastal territories, regional countries sought to reinforce their positions in global trade flows. Besides, the facilities constructed by the Caspian countries in recent years have been integrated in large-scale infrastructure projects, which are being actively promoted by non-regional states. China, the EU and Turkey have a stake in their implementation, and the Caspian infrastructure served as a part of regional transportation projects. The adoption of documents related to the development of transport in the Caspian region by the Caspian states reflected the importance of infrastructure. They formulated long-term tasks and outlined the spheres of cooperation with their regional neighbors. The expansion of regional cooperation by the Caspian countries is accompanied by the intensified struggle for the flow of goods. The Caspian states are growing increasingly competitive in the transportation sphere. The struggle for container traffic volumes and hydrocarbon resources is pushing the Caspian states to apply various financial and administrative mechanisms in order to attract cargo.
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Sładkowski, Aleksander, and Maria Cieśla. "Influence of a Potential Railway Line Connecting the Caspian Sea with the Black Sea on the Development of Eurasian Trade." Naše more 62, no. 4 (2015): 264–71. http://dx.doi.org/10.17818/nm/2015/4.4.
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Miecznikowski, Stanisław, and Tomasz Radzikowski. "OVER CAPACITY OF CONTAINER SHIPPING AS A CHALLENGE TO RAIL SILK ROAD COMPETITIVENESS." Zeszyty Naukowe Uniwersytetu Gdańskiego. Ekonomika Transportu i Logistyka 70 (November 24, 2017): 121–0. http://dx.doi.org/10.5604/01.3001.0010.5932.
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International trade is rapidly changing. Global trade agreements are replaced by regional agreements. The China’s GDP is decreasing resulting in lower level of China’s exports, which so far used mainly sea transport. The sea transport experiences glut in transport capacity, which, with the the falling GDP of China, may result in subsequent bancrupties of ship owners, high costs and uneffectiveness of sea ports. Moreover sea freight takes a long time and is connected with long transshipments in ports. Rail transport is much more efficient due to the considerably smaller batches of goods. However, creating “one belt” connecting China and Europe is required. The existing railway corridor, the so called “new silk road” runs through north Kazakhstan, Russia, Belarus and Poland to Western Europe. Its capacity level is insufficient. Creating a new projected railway corridor running through Central Asia, the Caspian Sea, Azerbeijan, Georgia, the Black Sea and the Ukraine to the European Union.
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Grigorovich, Igor A., Hugh J. MacIsaac, Nikolai V. Shadrin, and Edward L. Mills. "Patterns and mechanisms of aquatic invertebrate introductions in the Ponto-Caspian region." Canadian Journal of Fisheries and Aquatic Sciences 59, no. 7 (2002): 1189–208. http://dx.doi.org/10.1139/f02-088.
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The Black, Azov, and Caspian sea drainages (i.e., Ponto-Caspian region) have an extensive and long history of species introductions. Here we review patterns and mechanisms of introductions of aquatic invertebrate species into these ecosystems. Since the late 1800s, 136 free-living and 27 parasitic invertebrate species have been introduced outside their native ranges and have established reproducing populations in the Ponto-Caspian region. The bulk of these introductions are represented by crustaceans (53%), flatworms (15%), and molluscs (13%). Most of the introduced species are native to other areas within the Ponto-Caspian region (37%), with other sizable contributions from the AtlanticMediterranean (15%) and boreal EuropeanSiberian (14%) geographic regions. Mechanisms of introductions were dominated by deliberate releases (29%) and shipping activities (22%), with the former occurring principally in freshwater habitats and the latter in marine and estuarine ones. Other introductions resulted from unintentional release (21%) and hydrotechnical development (14%), notably the construction of reservoirs and canals. Global and regional trade, particularly that mediated by commercial ships, provides dispersal opportunities for nonindigenous invertebrates to and within the Ponto-Caspian region, rapidly changing the composition of its endemic fauna.
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DIRIOZ, Ali Oguz. "AN ENERGY-FOCUSED ALTERNATIVE AND COMPLEMENTARY ROUTE TO THE SILK ROAD." Eurasian Research Journal 4, no. 2 (2022): 7–22. http://dx.doi.org/10.53277/2519-2442-2022.2-01.
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A route, via ships and underwater electric connectors established across the Caspian Sea, could enable goods from Central Asia to be transported to Turkey and through Turkey to other markets. Natural gas-rich countries could transport gas to European markets via this route by converting their natural gas into LNG. In cases where building LNG installations would be uneconomical, they can export energy directly, by conveying gas-generated electricity via underwater electric connectors across the Caspian Sea or by electricity-generating power ships. With the transformation of this route into a new trade corridor due to energy transportation, other products could also be transported to Europe more easily and this would positively impact their economic development, attract investors and promote regional cooperation. This dynamism may create a new commercial corridor for the global supply chain in the context of the Silk Road concept but separate from China’s Belt and Road Initiative (BRI).
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Pavlina, Tatyana V. "Trade Security and Customs Institutions in the Caspian Sea in the 19th Century." Historical Courier, no. 3 (June 28, 2022): 35–48. http://dx.doi.org/10.31518/2618-9100-2022-3-3.
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Biró, D., and L. Vasa. "Unveiling the Strategic Significance of the Middle Corridor in Global Trade and Geopolitical Dynamics." Economics: the strategy and practice 19, no. 2 (2024): 70–83. http://dx.doi.org/10.51176/1997-9967-2024-2-70-83.
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This study aims to elucidate the role of the Middle Corridor, also known as the Trans-Caspian International Transport Route (TITR), in diversifying global trade routes and enhancing economic resilience amid geopolitical tensions. The paper examines the corridor's impact on the economic and strategic interests of the countries it traverses, particularly Kazakhstan, Azerbaijan, Turkey, and the European Union. The analysis employs a multidimensional approach that includes historical context analysis, comparative route analysis, geographic information system mapping, and statistical analysis. Data were collected from various sources, including the World Bank, the International Trade Centre, and trade and economic policy reports from Kazakhstan, Azerbaijan, Turkey, and the European Union databases. Based on the methods used, the study compares the Middle Corridor with traditional trade routes such as the Northern Sea Route and the Suez Canal, highlighting its advantages and potential limitations. The Middle Corridor has emerged as a vital alternative, offering reduced transit times and enhanced trade security between Asia and Europe. The corridor has experienced a significant increase in cargo volume, reflecting its growing importance in international trade. Furthermore, the Middle Corridor contributes to the participating countries' economic diversification and energy security, facilitating the movement of energy resources and other goods. The analysis revealed challenges such as political instability and infrastructural needs that could hinder the full potential of the Middle Corridor. Ultimately, the study underscores the strategic significance of the Trans-Caspian Route and the Zangezur Corridor in diversifying global trade routes and strengthening economic resilience in geopolitical tensions.
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BOGATYREV, EDUARD, and MAGOMED-PASHA ABDUSALAMOV. "DERBENT IN THE ECONOMIC PLANS OF THE RUSSIAN EMPIRE IN 1722-1735 (ON THE 300TH ANNIVERSARY OF THE PERSIAN CAMPAIGN OF PETER I)." History and modern perspectives 5, no. 1 (2023): 19–25. http://dx.doi.org/10.33693/2658-4654-2023-5-1-19-25.
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The article examines the measures of the Russian government for the economic modernization of the city of Derbent based on the analysis of documents and special historical literature. Derbent, thanks to the measures of the Russian administration, became not only the administrative and political, but also the economic center of the North-Eastern Caucasus in 1722-1735. It is emphasized that through the efforts of the Russian authorities in the period under review, a state-owned palace farm was created in Derbent, providing supplies of wine, grapes, fruits, vegetables, etc. to the imperial court. It is stated that the work carried out by the Russian government on the reconstruction of the commercial harbor in Derbent has further intensified commercial shipping on the Caspian Sea. Derbent has entered the sphere of international transit trade on the western coast of the Caspian Sea. It is concluded that, despite the inconsistency of individual projects, the comprehensive measures of the Russian authorities for the economic modernization of Derbent as a whole have yielded tangible results.
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Shalgimbayeva, Gulmira, Alexander Volkov, Natalia Slobodova, et al. "Genetic Investigation of Aral Wild Common Carp Populations (Cyprinus carpio) Using ddRAD Sequencing." Diversity 13, no. 7 (2021): 295. http://dx.doi.org/10.3390/d13070295.
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Common carp (Cyprinus carpio) is a widespread freshwater fish species of the Cyprinidae family, one of the largest and most diverse fish families. The natural habitats of C. carpio extend from Western Europe to South-East Asia. Common carp has remained an economically important fish species in aquaculture for many centuries and its production nowadays exceeds 4 million tons worldwide and continues to grow. The taxonomy of C. carpio is complicated, since this species is usually distinguished in two, three, and even four distinct subspecies. In the present study, we used ddRAD-sequencing to genotype 30 specimens from five wild common carp populations from the Ponto-Caspian, Balkhash-Ile, and Aral Sea geographical regions. It is demonstrated that they differ at the population level according to F-statistics analysis. At the same time, the subspecies status of C. carpio aralensis has not yet been confirmed. We found several loci that can be used as a discriminant for Aral and Ponto-Caspian wild common carp populations. It is suggested that Aral carp (C. carpio aralensis), which inhabits Balkhash-Ile and Aral Sea basins, is related to Ponto-Caspian or European carp (C. carpio carpio). Moreover, Aral carp might be the ancestor for European carp subspecies. Our results can be used to develop population-specific, high-density SNP marker panels, allowing the trade control of common carp production in the Eurasian Economic Union.
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Palu, Riina, and Olli-Pekka Hilmola. "Future Potential of Trans-Caspian Corridor: Review." Logistics 7, no. 3 (2023): 39. http://dx.doi.org/10.3390/logistics7030039.
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Background: The Middle Corridor, a transport route from Asia to Europe that also facilitates major energy projects through the Caspian Sea and its surrounding countries, has gained even more attention after the intensification of the conflict in Ukraine in 2022. Methods: On the basis of major scientific papers on the topic, foreign policy addresses from The Diplomat and studies by the United Nations and Asian Development Bank Institute, a framework with five aspects was created. In addition, two interviews with sector stakeholders were conducted to apply the framework and determine the relevance of the route to Finnish and Estonian economies. Results: A multifaceted overview of the current economic, political, and infrastructural state of the Trans-Caspian trade route is given. The practical value of the article lies in creating a framework for evaluating the route for related economies and testing this out for the Finnish and Estonian economies. Conclusions: Despite the challenges, there are enormous opportunities in this logistics route, especially with the restrictions facing Russia due to western bloc sanctions. Finland and Estonia, however, are suffering under the effects of war in Ukraine and the related sanctions, which has hindered the capacity to further enhance development projects.
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Balakhvantsev, Archil S. "Findings of Seleucid and Ptolemaic coins in Dagestan and the Problem of the Caspian Waterway." Vostok. Afro-aziatskie obshchestva: istoriia i sovremennost, no. 4 (2022): 230. http://dx.doi.org/10.31857/s086919080021236-6.
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In 1964 and 1985 in the south of Dagestan, two treasures were found, which included Hellenistic coins. The first consisted of several dozen Seleucid coins, of which only two bronze coins of Antiochus IV, the so-called “Egyptianizing” series, have survived. The second hoard included bronze Ptolemaic coins of the 6c and 6e series, issued in the first third of the 2nd century BC and related to the same type: Zeus-Ammon / two eagles perched side-by-side on two thunderbolts with a double cornucopiae in the left field. The most probable reason why Seleucid and Ptolemaic bronze coins ended up in Sharakun was the participation of their owners in trade along the Caspian waterway. Apparently, their masters arrived from Antioch on the Orontes and Alexandria to Sharakun, intending to follow the Caspian Sea and up the Oxus to Greco-Bactria. The bronze coins they had there would not only be absolutely useless, but also very burdensome. Therefore, merchants could either leave them with a reliable person in the Sharakun settlement, or bury them in a secluded place to pick them up on the way back. However, they, apparently, were not destined to return to Sharakun. After this became clear, the Ptolemaic coins, which were of interest to local residents only for their weight, turned out to be part of the foundry hoard. For us, both Sharakun treasures are the most valuable evidence, proving not only the very existence of the Caspian waterway, but also the implementation of trade contacts between Central Asia and the Eastern Mediterranean.
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A. M. Zhandarbekova, A. V. Mukhametzhanova, K. A. Murzabekova, and A. A. Kulmurzina. "ON THE COMPETITIVENESS OF THE TRANS-CASPIAN INTERNATIONAL TRANSPORT CORRIDOR." Science and Technology of Kazakhstan, no. 1.2025 (March 28, 2025): 324–39. https://doi.org/10.48081/xuyf2842.
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Geopolitical turbulence in the world continues to impact freight logistics and provides growth opportunities for alternative transport corridors and infrastructure facilities. The process of changing the global logistics map has accelerated since the pandemic and subsequent Russian-Ukrainian and Israeli-Palestinian conflicts. All these events, along with the crisis in the Red Sea, have led to the emergence of international logistics contradictions aimed at manipulating the trade potential of the region. Euro-Asian inland transport corridors form one of the largest channels of global goods movement logistics. The Trans-Caspian International Transport Route (Middle Corridor) is considered to be one of these competitive channels. For Euro-Asian countries, the Trans-Caspian International Transport Route plays a more significant role than just a bridge between China and Europe. This transport route primarily allows us to diversify the logistics of goods distribution and update the transport infrastructure of the countries of Central Asia and the South Caucasus. In the context of the destabilization of the geopolitical situation in the world, Kazakhstan, which has large reserves of energy resources and a developed transport and logistics infrastructure, has become a key country in trade relations between Europe and China. The analysis and ranking of Euro-Asian inland transport corridors supporting cargo transportation in the direction China-Europe-China is carried out. Geopolitical, economic and transportation factors determining the role of competitiveness of the Trans-Caspian international transportation route in global logistics are considered. Keywords: Kazakhstan, Global logistics, Euro-Asian corridors, TITR, Middle corridor.
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SHCHODRA, Olga. "Slavs and Russia on Transcontinental Trade Routes in Early Middle Ages." Наукові зошити історичного факультету Львівського університету / Proceedings of History Faculty of Lviv University, no. 23 (June 8, 2022): 29–46. http://dx.doi.org/10.30970/fhi.2022.22-23.3590.
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As a result of the Arab conquests, there were significant changes in the geography of international trade routes. They shifted from the Mediterranean basin to the north and passed through the Slavic-populated regions of Central and Eastern Europe and Ruthenia. The new system of water and land routes connected the European Frankish West, the Slavic Baltic Pomerania, the Danube and the Ruthenian East of the continent. With the development of trade with the Arab East, the Way from the Vikings to the Greeks was formed and began to function, connecting the lands of the Baltic Wagri Slavs with Kyiv and Constantinople. It ran through the trade centers of the Pomeranian Slavs in the Baltic, across the Vistula, Western Bug, Pripyat, Dnieper and to the Black Sea coincided with the route of the transcontinental highway between Europe and the Arab East, which passed further east through the Sea of Azov, Don, Volga and the Caspian Sea. According to Arab authors, the main goods of Arab imports, including fur, honey, wax, and Frankish swords, came to the east from the Slavic lands and Ruthenia. The earliest and largest treasures of Arab dirhams, found in the lands of the Baltic Slavs, also indicate that the main counterparts of Arab trade in Europe were the Slavs and Ruthenia. The active participation of Ruthenian state in international trade is also evidenced by the construction of a network of stone fortresses in the upper Seversky Donets, Oskol and the Middle and Lower Don, which were not only border outposts of Ruthenia, but also trading posts.
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Haghshenas, Elham, Mehdi Gholamalifard, and Nemat Mahmoudi. "Ecosystem services trade-offs informing impacts of marine aquaculture development in the southern Caspian Sea." Marine Pollution Bulletin 171 (October 2021): 112792. http://dx.doi.org/10.1016/j.marpolbul.2021.112792.
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Andreev, Artem A., and Dina D. Kopaneva. "Paradoxes and Realities of the Iranian Politics of the First Romanovs." Vestnik of Saint Petersburg University. History 66, no. 1 (2021): 5–18. http://dx.doi.org/10.21638/11701/spbu02.2021.101.
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The paper based on materials from Fonds 77 “Relations between Russia and Persia” of the Russian State Archive of Ancient Acts describes numerous episodes related to robberies and other conflicts between Russian and Iranian subjects in the context of the common amiable policy of their monarchs. Almost every letter from Shah Safi I (1629–1642) which was addressed to Mikhail Fedorovich contained assurances of a friendly attitude (“loving friendship”). The strategic line chosen by the two monarchs aimed at preserving and developing trade contacts between the two states was noticeably limited to tactical actions for the personal benefit of Russian and, to a larger extent, Iranian officials, representatives of the regional administration. The uprisings on the periphery of the Safavid state, in particular in Gilan, were accompanied by numerous cases of robbery of the tsar’s subjects. The Cossack raids, which intensified in the Caspian in view of Moscow’s ban on “going” to the Black Sea coast in the early 1630s, were already one of the main obstacles to Iranian trade. At the same time, the example of the embassy of the merchant (in Russian — kupchina, tsar’s or shah’s trade representative) Khvaji Rakhmat (1630–1631), the attempts of the Astrakhan governors to stop the robberies of the Cossacks on the Caspian coast, as well as the actions of the Shah to compensate for the property robbed in Lakhidjan, demonstrate that the two sides intended to maintain the “loving friendship”, albeit with varying degrees of success.
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Kornoukhova, Gadilya Gizatullaevna, and Yulia Olegovna Tsareva. "Persian trade at the Nizhny Novgorod Fair in the second half of the 19th - early 20th century and the problem of goods transporting." RUDN Journal of World History 13, no. 2 (2021): 167–76. http://dx.doi.org/10.22363/2312-8127-2021-13-2-167-176.
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The article shows the role of the Nizhny Novgorod Fair as the most important point of the Russo-Persian trade in the second half of the 19th - early 20th century. The problem of transportation of goods from Persia to Nizhny Novgorod and in the opposite direction is also considered. This research is based on the body of documents stored in the Archive of Foreign Policy of the Russian Empire and introduced into scientific circulation for the first time. On the base of them the authors show the inefficiency of activity of the Caucasus and Mercury Company, which actually monopolized the goods transportation across the Caspian Sea during the revised period. The extremely low speed of delivery of Russian goods purchased by Persian merchants at the Nizhny Novgorod Fair damaged not only private merchants commerce, involved in Russian-Persian trade, but also inevitably entailed a decrease in the overall trade between the two states.
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Zimonyi, István. "The Role of Trade in the Conversion to Islam and in the History of the Volga Bulghars." Vostok. Afro-aziatskie obshchestva: istoriia i sovremennost, no. 4 (2022): 85. http://dx.doi.org/10.31857/s086919080021351-3.
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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.
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Nanobashvili George, Nanobashvili George. "Transit Potential and Role of Georgian Railways in the Development of Georgian Economy." Economics 105, no. 09-10 (2022): 131–37. http://dx.doi.org/10.36962/ecs105/9-10/2022-131.
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The railway is an important sector of the economy of Georgia. Despite its small share in the gross domestic product of the country, its role in the socio-economic development of the country is large. "Georgian Railway" is the only railway operator in Georgia. The company mainly provides services related to cargo transportation and transports various types of cargo from Central Asia to the Black Sea. The Georgian Railways also provides passenger transport. The company has a vertically integrated business model, owning and managing tracks, stations, terminals, other railway infrastructure and rolling stock covering the entire railway system across Georgia. The main railway network of "Georgian Railways", together with the railway of Azerbaijan, forms the Caucasus Railway Corridor, which is a key segment of the Europe-Caucasus-Asia transport corridor (TRACECA). The main railway network of "Georgian Railways" is the shortest way connecting the Caspian Sea region and Central Asia with the Black Sea and the Mediterranean Sea. The mentioned location uniquely contributes to the positioning of Georgian Railways in the trade system of Europe, the Caspian Sea region and Central Asia. Therefore, its economic growth and sustainable development largely depends on the effective use of the potential of a transit country. In this regard, it is necessary for the railways to be able to offer profitable conditions to customers and their practical implementation, for which it is necessary to create a powerful modern infrastructure, which ensures guaranteed protection of cargoes, their fast transportation and reduction of transport costs. Priority is given to scientific and technological directions, which should expand the use of advanced inventions in railway transport and increase the competitiveness of Georgian transport services in the market. It is necessary to modernize the railways by planning innovative projects, which in turn are associated with large investments. Keywords: Management, transport, railway transport, competitiveness.
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Panahi, Roozbeh, Amir Taherkhani, Soheil Radfar, and Ali Ghasemi. "Standardization of the main dimensions of design ships for the Caspian Sea ports." Proceedings of the Institution of Mechanical Engineers, Part M: Journal of Engineering for the Maritime Environment 233, no. 2 (2018): 540–50. http://dx.doi.org/10.1177/1475090218767303.
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Determination of the main dimensions of a nominated design ship is among the most important parameters when planning a port or performing port infrastructure detailed design. In this regard, port designers commonly use standards and handbooks. Inaccurate estimation of ship dimensions can increase the construction cost of a quay for the most-frequent ship of the area or decrease port efficiency. In some cases, main characteristics of the ship are affected by site-specific conditions. Owing to this fact, aforementioned general approach for all regions may not be accurate. In other words, a comprehensive statistical analysis on ship dimensions in such areas could be of great significance, to fill this knowledge gap. Caspian Sea, as the largest lake in the world, has such situation due to restrictions in its water connections as well as limited trade volume among its neighboring countries. So, in this research, a comprehensive statistical analysis has been conducted over a 17-year period data of Iranian port calls, to present more accurate and location-based formulae for general cargo carriers, bulk carriers and tankers at the region. Comparing the results of new formula with those suggested by well-known international guidelines clearly shows the importance of this study. In other words, there is a large difference between the length and the draft of typical ships in the Caspian Sea and those represented by generally accepted standards and handbooks.
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Agaeva, A. Sh, and Sh A. Idrisov. "Russia’s Participation in the Development of Transport and Logistics Highways of the EAEU Member States." EURASIAN INTEGRATION: economics, law, politics 18, no. 2 (2024): 26–36. http://dx.doi.org/10.22394/2073-2929-2024-02-26-36.
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Aim. An overview analysis of the prospects for trade and economic relations in the EAEU, the SCO countries and other interested states, coupled with interests in the geo-economic and geopolitical Eurasian space in the conditions of artificial escalation of local tensions by the collective West.Tasks. Search and evaluation of optimal routes for the development of traditional and new transport and logistics highways, their branched corridors from the perspective of strengthening economic integration agreements, security and interaction of the Eurasian Union with the SCO countries.Methods. The article uses methodological tools of spatial economics, economic, geographical and geopolitical analysis of the interests of states, analysis and synthesis of interests and synergy of interests of the participating states of global Eurasian projects.Conclusions. The study showed the possibilities of new and old transport magistral (the highway) systems (TMS), both through Kazakhstan and through the development of a unique alternative — the Northern Sea Route (NSR) with the construction of a completely new infrastructure and their maintenance. The issues of TMS on the BAM and Trans-Siberian railway were touched upon. An assessment of alternatives to TMS in terms of cost and time is given. The potential opportunities of the expanding TMS and cargo traffic along the Caspian-Caspian corridor, both overland from the east (Turkmenistan — Kazakhstan — Russia) and the western shore of the Caspian Sea (Iran — Azerbaijan — Russia), as well as along waterways along the same “North — South” corridor, are indicated.Results. An assessment of effective routes has been carried out; strategic objectives have been identified for newly opened transport and logistics highways, which are defined as “new lye routes” through the territories of the EAEU and neighboring interested states (China, India, Pakistan, Afghanistan, Iran, etc.), which gradually plan to enter into closer relations from participating observers relations in the international division of labor.
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Magomedov, N. A., and Sh A. Magaramov. "MODERNIZATION OF ECONOMIC ACTIVITY OF DERBENT BY THE GOVERNMENT OF PETER THE GREAT." Bulletin of Kemerovo State University, no. 4 (November 26, 2016): 69–73. http://dx.doi.org/10.21603/2078-8975-2016-4-69-73.
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In aim of the article is to show the policy of the government of Peter the Great in modernization of natural and economic resources of Derbent and its district. On the basis of the analysis of written and literary references the main actions for the development and modernization of the natural and economic resources of the Derbent region ofDagestanare studied. Plans for reconstruction of Derbent trade harbor in view of its important economic and strategic importance had a more large-scale and consecutive character. The research shows that former trade value of the city was restored, it became involved in the Russian east trade on the west bank of theCaspian Sea. Besides, as a result of complex measures, the economy of Caspian Dagestan and Derbent in particular received a new impulse for development, separate perspective branches of economy (wine growing, saffron and oil production) were improved with the consideration of the last achievements, including foreign. Many efforts in this aspect were made directly by Peter I, who was interested in the development of domestic production of wine, oil, spices, wool.
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Avatkov, V., and A. Ryzhenkov. "Turkmenistan and Turkey-Centric Integration." Russia and New States of Eurasia, no. 1 (2022): 68–85. http://dx.doi.org/10.20542/2073-4786-2022-1-68-85.
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Central Asia is one of the focal points of Turkish foreign policy. Attempts to stimulate integration processes in the former Turkic republics of the Soviet Union under Turkish aegis have been underway since the early 1990s. Turkmenistan, due to its large reserves of natural resources and favorable strategic position on the shore of the Caspian Sea, is of particular interest to Ankara. Promoting the concept of “Two states – one nation” Turkey is building interaction with official Ashgabat in the field of trade, military cooperation, humanitarian ties. This article examines the current state of affairs in these tracks and points out in which areas the Republic of Turkey is already successful, and which may soon attract more attention from Ankara.
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Volynskiy, Ilya Aleksandrovich. "Mechanisms and tools for managing development of logistics infrastructure of seaports in Caspian region." Vestnik of Astrakhan State Technical University. Series: Economics 2022, no. 1 (2022): 78–83. http://dx.doi.org/10.24143/2073-5537-2022-1-78-83.
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Development of the logistics infrastructure of the seaports in the Caspian region is conditioned by their geographical location in the south of Russia and by high transit potential on the Trans-Caspian route of the international transport corridor North-South. The lack of inter-organizational coordination, as well as the limited investment opportunities of sea terminal operators do not allow to compete with the transnational transport and logistics companies engaged in foreign trade transportation along the vectors “West-East” and “North-South”. Increasing the competitiveness of the seaport logistics operators in the Caspian region can be possible as a result of the development of a mechanism that coordinates the interaction of transport and logistics services market entities and the state based on the centralization of logistics infrastructure development management functions at the macro-, meso- and micro levels. The subjects of management are defined: a single operator at the federal level, an information and analytical center of the port special economic zone of the Astrakhan region at the regional level and a logistics coordinator as a structural subdivision of a Single operator in seaports. Management technologies and tools are presented, management objects at each level are specified. The business process “management of the centered logistics system of the seaport” has been developed to coordinate interactions with the allocation of the subprocess “management of logistics infrastructure development projects”, which allows regulating the sequence and content of subprocesses, implementation tools, incoming and outgoing information flows. The operation of the interaction mechanisms between the entities managing the development of the seaport logistics infrastructure in the Caspian region is illustrated.
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SHCHODRA, Olga. "EUROPEAN TRADE WITH THE ARAB EAST IN THE 8–10 CENTURIES: ROLE OF THE SLAVS AND KYIV RUS." Вісник Львівського університету. Серія історична / Visnyk of the Lviv University. Historical Series, no. 54 (November 3, 2022): 13–41. http://dx.doi.org/10.30970/his.2022.54.11600.
Full textAbstract:
The purpose of the study is to analyze written and archaeological sources on early medieval international trade and to clarify the role of the Slavs and Kyiv Rus in the development of European and transcontinental trade relations. The research methodology is based on the principles of historicism, interdisciplinarity as well as on general historical methods of historiographical and source analysis, historical-genetic and comparative methods. Scientific novelty. Based on sources and historiographical research, an attempt has been made to find out the role of the Slavs and Kyiv Rus in Europe’s early medieval trade with the Arab East, and to identify possible routes for international trade including the Vikings to the Greeks route. Conclusions. As a result of the Arab conquests, there were significant changes in the geography of international trade routes. They shifted from the Mediterranean basin to the north and passed through the Slavic-populated regions of Central and Eastern Europe and Ruthenia. The new system of water and land routes connected the European Frankish West, the Slavic Baltic Pomerania, the Danube and the Ruthenian East of the continent. With the development of trade with the Arab East, the Way from the Vikings to the Greeks was formed and began to function, connecting the lands of the Baltic Wagri Slavs with Kyiv and Constantinople. It ran through the trade centers of the Pomeranian Slavs in the Baltic, across the Vistula, Western Bug, Pripyat, Dnieper and to the Black Sea coincided with the route of the transcontinental highway between Europe and the Arab East, which passed further east through the Sea of Azov, Don, Volga and the Caspian Sea. According to Arab authors, the main goods of Arab imports, including fur, honey, wax, and Frankish swords, came to the east from the Slavic lands and Ruthenia. The earliest and largest treasures of Arab dirhams, found in the lands of the Baltic Slavs, also indicate that the main counterparts of Arab trade in Europe were the Slavs and Ruthenia. The active participation of Ruthenian state in international trade is also evidenced by the construction of a network of stone fortresses in the upper Seversky Donets, Oskol and the Middle and Lower Don, which were not only border outposts of Ruthenia, but also trading posts.
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Glubokov, A. I., V. V. Smirnov, and M. A. Sedova. "The reclamation history of the biological resources of the Volga river from the references to 1917." Trudy VNIRO 181 (2020): 144–64. http://dx.doi.org/10.36038/2307-3497-2020-181-144-164.
Full textAbstract:
The history of the development of the biological resources of the Volga River is reflected from the first records until 1917. The Neolithic period is described in detail, based on archaeological researches in the Upper Volga region. The ancient Slavs especially valued sturgeons. The main fishing centers were located in the area of the current city Rybinsk. During the Mongol-Tatar yoke, bread and fish were the main items of domestic trade. After the capture of Astrakhan in 1554, control over the fisheries on the Volga River was completely transferred to the Russian state. In 1660, they began to legislatively regulate the relations between fishery and treasury. Since 1721, many ukases and decrees have been issued with the aim of restoring order in the fisheries of the Volga-Caspian basin. In 1768–1774, a large expedition of the Russian Academy of Sciences was organized to study “all three kingdoms of nature”, including regions along the Volga River and the Caspian Sea. From the twenties of the 19th century, the period of industrial development of the biological resources of the Volga and the Caspian began and as a result, by the end of the century, the industrial fishing zone was rolling down from the upper river to the orifice, and also a quantitative reduction in fish production was observed, including a decrease in the number of large fish in catches. In 1862, according to the results of the expedition 1853–1858 N. Ya. Danilevsky compiled a project for the construction of the Caspian and Volga fisheries. The review includes data on the formation of the legislative framework for fisheries and the first attempts to preserve and restore stocks of aquatic biological resources in the Volga basin.
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Khan, Qareena. "RELATIONS BETWEEN TURKIYE AND UZBEKISTAN: POSTKARIMOV PERIOD." International Journal of Social Science and Economic Research 09, no. 04 (2024): 975–84. http://dx.doi.org/10.46609/ijsser.2024.v09i04.005.
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The chance to forge new ties between Uzbekistan and Turkiye emerged in 2016 with the change of leadership, following about 20 years of ups and downs. The strained relations were due to several political hiccups like Turkiye’s asylum to Uzbek dissidents, Currencycrisis of Turkiye, banning of Gulen schools and the Andijan event. This study focuses on the relations between Turkiye and Uzbekistan in the post-Karimov period. The focus will be on the development of political relations and the opening of new ventures due to current geopolitics in Turkiye-Uzbekistan relationship dynamics. The geo-strategic position of Turkey enables it to become transit hub as it is situated in between energy scarce European market and energy rich countries on the other side. Uzbekistan needs to diversify its export partners where Turkey as a transit hub can play crucial role. The construction of trans-Caspian pipeline to move energy from Central Asia and the Caspian sea region to Turkey and for European markets, is primary strategic goal. Both sides needed constructive attitudes to further the relations. There have been a number of high-level political visits and signing of important strategic cooperation agreements. Both heads of the state frequently refer to Turkic-Islamic symbols of shared identity while addressing their relationship. The bilateral relations have been improving in all the fields majorly in trade. To deepen and strengthen the relations further the trade goal of $10 billion is set. In 2022, the relationship was elevated to a "comprehensive strategic partnership level".
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Генералов, А. Ю., and Г. П. Ерхов. "HISTORICAL ASPECTS OF RUSSIAN-IRANIAN RELATIONS." Человеческий капитал, no. 1(181) (January 19, 2024): 46–55. http://dx.doi.org/10.25629/hc.2024.01.05.
Full textAbstract:
Современное положение российско-иранских отношений складывалось в ходе длительного исторического процесса. Одним из наиболее важных моментов этого процесса стал переход Персии в российскую сферу влияния в ходе масштабного геополитического противостояния Российской и Британской империй. Продолжительное время Британия владела инициативой и благодаря своему влиянию на Персию могла в должной мере сдерживать Россию. Однако после двух русско-персидских войн и заключения серии договоров и конвенций, ситуация в корне изменилась. XIX столетие имело ключевое значение для стабилизации российско-иранских отношений, позволив пересмотреть роль Персии в регионе, расширить влияние России и открыть путь в Центральную Азию, развить торговые пути на Каспии и заметно увеличить территорию Российской империи, что стало существенными шагами для союза России и Персии. Ряд ключевых пунктов, установленных в этот период, таких как определение границ, задел на определение правового статуса Каспия, улучшение качества взаимной торговли, имеют колоссальное значение на современное положение российско-иранских отношений. The current state of Russian-Iranian relations was formed in the course of a long historical process. One of the most important moments of this process was the transition of Persia to the Russian sphere of influence during the large-scale geopolitical confrontation between the Russian and British empires. For a long time, Britain had the initiative and, thanks to its influence on Persia, could adequately contain Russia. However, after the two Russo-Persian wars and a series of treaties and conventions, the situation changed dramatically. The 19th century was pivotal to the stabilization of Russian-Iranian relations, allowing for a reassessment of Persia's role in the region, the expansion of Russian influence and the opening of a route to Central Asia, the development of trade routes on the Caspian Sea, and a marked increase in the territory of the Russian Empire, all of which were significant steps for the alliance between Russia and Persia. A number of key points established during this period, such as the definition of borders, the groundwork for determining the legal status of the Caspian Sea, and improving the quality of mutual trade, have a tremendous impact on the current state of Russian-Iranian relations.
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Shokirova, Durdona, and N.G. Nizomiddinov. "Practical application of the Ayurvedic treatment system." Multidisciplinary Journal of Science and Technology 3, no. 6 (2024): 82–85. https://doi.org/10.5281/zenodo.10450377.
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Being one of the oldest medical systems, Ayurveda had a great influence on the development of world medicine. Even in ancient times, Indian medicinal plants were transported by sea and land trade routes to Parthia, the countries of the Mediterranean and Central Asia, the basins of the Caspian and Black Seas, and Southern Siberia ь and China. The main export items were spikenard, musk, sandalwood, cinnamon, aloe and other plants, and incense. The treatise “Ashtanga Hridaya Samhita”, written in the 4th century. BC e. formed the basis of the treatise on Tibetan medicine by Zhud Shi. Jurisprudence began to penetrate into the region of Tibet from the 7th century . n. e., when one of the representatives of the Bharadwaja school became the personal physician of the ruler of Tibet, Songtsen Gampo.
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MUSAEV, Makhach Abdulaevich. "EYEWITNESS TESTIMONY: JOURNEY FROM RUSSIA TO PERSIA IN 1746–1747." Herald of Daghestan Scientific Center of Russian Academy of Science, no. 76 (April 24, 2020): 18–29. http://dx.doi.org/10.31029/vestdnc76/3.
Full textAbstract:
In 1753, Jonas Hanway's four-volume work "Historical Report" was published in London. The last volumes of “British trade across the Caspian Sea” are devoted to the history of Iran from 1722 to 1749. The first two volumes mostly contain reports of different nature about the history and state of British trade with the East through Russia, narratives of the trips undertaken by Hanway and others. Among the large number of interesting materials there is a description of the travel of the Russian Embassy led by Prince M.M. Golitsin. This description belongs to Dr. John Cook of Scotland. The latter graciously provided the text to Hanway, who published it, "taking the liberty of inserting some descriptions from other authoritative sources" because "the magazine has survived with some defects”. We give a translation from the English language of the text, in which the eye-witness gave a description of the way through the flat territory of Daghestan from Astrakhan to Baku from September 24, 1746 to February 6, 1747.
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Alasgar Kasimi, Sehrane. "Periods of cultural development of Azerbaijan." SCIENTIFIC WORK 60, no. 11 (2020): 21–26. http://dx.doi.org/10.36719/2663-4619/60/21-26.
Full textAbstract:
The musical history of Azerbaijan is a part of understanding of the ancient past of Azerbaijan. The universally recognized development peculiarities of Azerbaijan are the result of the specific musical culture of the Azerbaijani people. Difficulties of studying the ancient music culture of Azerbaijan are directly related to the absence of leading sources and indirect references. Oral traditional folklore, folk song creativity, fiction and archaeological monuments are the main sources of the study of the past of Azerbaijani culture. It is important to preserve the authenticity of classical music and folk songs of Azerbaijan, starting with the ancient ancestors of the Azerbaijani people: thousands of years before our era had a different historical effect on the Medians, the Caspians, the Albanians and other tribes. The extensive trade routes passing through Azerbaijan, the Silk Road, the invasion of various tribes as Huns- Suvars (in the VII century BC), Romans (at the beginning of our era), Khazars (VI - VII centuries), Cumanses (IX - XI centuries), Seljuk Turks (X-XI centuries), Mongols (XIII century), Persians, Arabs and had their specific impact on Azerbaijani folk music and culture. The broad and sophisticated international trade junction of the Middle East countries certainly came to Azerbaijan. Latin and Greek inscription about Domitian’s, XII Roman legion being on the shores of the Caspian Sea, were discovered on Gobustan rocks at the end of the first century The great Norwegian researcher and traveler, Tur Heyerdal in his scientific findings made a special place for Gobustan boat descriptions and considered similarity with the Sumerian culture. He also stated that, the civilization of Arabian Sea had contacted with Gobustan[5]. The Khazars are one of the oldest and most widely spread ethnic groups in the Eastern and Central Transcaucasia. According to ancient and old Oriental sources, during the existence of the Achaemenid rule (6th-4th centuries BC), they established ethno-cultural relations with their close neighbors, as well as with peoples who were relatively far from them. Key words: music history, archeological monuments, classical music, ancient tribes, folklore