Ancient Navigation

This is an updated version of my ‘Bibliography on Ancient Egyptian Shipbuilding, Seafaring, Harbours, and Navigation.’ The previous version was published in July 2022, and some two hundred entries were added to this list. I apologize if any significant works are missing from this list. This is almost inevitable, as this bibliography is only my working tool, and thus it remains very subjective and incomplete. Even if some of the colleagues find here a couple of references that may interest them, I will be completely satisfied.

This paper reviews the earliest empirical evidence for seafaring, leading to the exploits of Homo erectus in two world regions. This leads to the explanation of the rationale of replication experiments intended to establish the minimum conditions under which demonstrated maritime colonisations in the Lower Palaeolithic could have succeeded.

Intelligent vehicles are replacing conventional vehicles because these offer many advantages. For such vehicles to work successfully, self position of vehicle is of utmost priority. Localization of intelligent vehicles covers lot many methods. The methods are progressively improving for accurate localization. Wireless signals, markers based localization and RFID tag based localization are some of many methods used for localization. In this paper, GPS is used to localize an intelligent vehicle and vision based methods are used in accurate and efficient localization of intelligent vehicles

Als Motto für die Ausstellung und das Begleitbuch wurde gewählt „Navigare necesse est“. Dieses Motto hat uns Plutarch (um 45 – um 125 n.Chr.) überliefert. Es geht auf den römischen Feldherrn Gnaeus Pompeius Magnus (106–48 v.Chr.) zurück, der für die Getreideversorgung Roms verantwortlich war und den Seeleuten, die wegen des Sturms nicht auslaufen wollten, zugerufen haben soll: „Navigare necesse est, vivere non est necesse“ (Seefahrt tut not, Leben ist nicht nötig). Dieses Motto „Seefahrt tut not“ wurde populär, weil diesen Titel auch ein Roman des norddeutschen Schriftstellers Gorch Fock [Johann Kinau] (1880–1916) trägt.
„Navigare necesse est“ – das erkannten nicht nur die Römer. Ohne die Erkenntnisse der Seefahrer wären die Entdeckungen im 15. und 16. Jahrhundert und der Handel mit aller Welt nicht möglich gewesen. Der Leitsatz findet sich auf vielen Dingen, die in Verbindung zur Seefahrt stehen, auf Gebäuden, Schiffen oder auf Sanduhren.1 Die Inschrift des Portals des Hauses der Seefahrt in Bremen lautet ähnlich: „Es ist notwendig, Schifffahrt zu treiben, es ist nicht notwendig zu leben.“ Bei dem Service „Navigare“ von
Gotthardt wurde der Spruch abgewandelt in „Navigare vivere est“.
Der Wort Navigation stammt aus dem Lateinischen „navis agere“ und bedeutet „ein Schiff führen“. Im Zentrum des Interesses steht die Bestimmung der Position auf See. Dafür entwickelte man eine Vielzahl von immer verfeinerten Instrumenten (Kompaß, Jakobsstab, Sextant, Chronometer, usw. bis zur Funk-, Radartechnik und zum GPS). Ausgehend von Koppelnavigation wurden im Laufe der Zeit neue Sensoren und Meßprinzipien entwickelt, mathematische und technische Neuheiten führen dazu, daß die Navigation als selbstständige Wissenschaft mit vielen Anwendungsmöglichkeiten etabliert wurde. Der Begriff, der anfangs auf die Seefahrt beschränkt war, hat sich heute erweitert bis zur virtuellen Navigation:
• Navigation auf See (Astronomische und terrestrische Navigation, Funk- und Radartechnik)
• Navigation in der Luft- und Raumfahrt
• Navigation auf der Straße (Satellitennavigation GPS, Navigationssysteme)
• Navigation bei Tieren (z.B. bei Vögeln, Walen, Seehunden)
• Navigation im Internet.

1 vgl. Hochschule für Schiffahrt Warnemünde; das Wappen der Rotterdam Studenten Vereniging „Sanctus Laurentius“ heißt auch „Navigare necesse est“. In der Ausstellung findet sich eine Sanduhr und Geschirr mit dem Motto.

With contributions by Michael A. Rappenglück, Heidi Tauber, Perry Lange, Albrecht Sauer, Ernst-Reinhold Mewes, Thomas Sonar, Bernd Wolfram, Karl Heinrich Wiederkehr, Klaus Barthelmess, Matthias Hünsch, Detlev Machoczek, Jürgen Koch, Cornelia Lüdecke, Bernhard Möller, Manfred Lux, Reinhard A. Krause, Harald Goldbeck-Löwe, Hans Blank, Thomas Lange.

Справедливы слова Геродота о том, что Египет – это дар Нила. Без плодородных земель нильской долины и речного судоходства, соединившего страну воедино, цивилизация Древнего Египта никогда не достигла бы своего небывалого расцвета. Неудивительно, что в древнеегипетских источниках упоминается около 90 названий для различных типов кораблей! Однако, не всем известно, что древние египтяне были также и хорошими моряками, а их морские корабли были построены в самобытной традиции, многие черты которой так и остались уникальными. Это тем более удивительно, что в Египте не было древесины, пригодной для постройки морских кораблей. Уже во времена первых династий древние египтяне совершали дальние торговые рейсы в Красном и Средиземном морях. Морской флот Египта играл важную роль в военных кампаниях и уже в XII в. до н.э. на его кораблях впервые в мире был применен таран. Позже, в Эллинистический период, Египет, следуя политике талассократии («власти над морем»), держал под контролем все Восточное Средиземноморье. В лекции будут рассмотрены основные свидетельства о мореплавании в Древнем Египте - о кораблях, портах и маршрутах - дошедшие до нас в письменных источниках, на рельефах и в археологическом материале, в том числе и совсем новом.

Man has been sailing since ancient times, first on the great rivers of Mesopotamia and on the Nile, and subsequently venturing into the open sea. Particularly in the Mediterranean, history and navigation have developed together, allowing the latter to develop the majority of commercial exchanges, meanwhile war and cultural interrelations shaped history. We can well state that history has developed on the shores of the Mediterranean due to navigation and exchanges that encouraged and permitted history to develop itself, the population that lived on the shore, were able to develop and expend themselves faster than elsewhere.
The intensification of commercial exchanges and naval traffic has, since the dawn of history, posed problems of legal nature connected essentially, but not exclusively, with the riskiness of shipments that have led the legislative authorities to codify those rules which were established spontaneously with the uses and customs of the navigators.
Due to this particular genesis, modern Navigation Law therefore has as its backbone a solid and ancient structure based on the consolidated maritime customs of the populations of the Mediterranean.

L’uomo naviga da tempi antichissimi, dapprima nei grandi fiumi della Mesopotamia e nel Nilo, e da qui avventurandosi nel mare aperto. In particolare nel Mediterraneo la Storia e la navigazione si sono sviluppate insieme consentendo quest’ultima la maggior parte delle interrelazioni commerciali, belliche e culturali che hanno formato la prima. Possiamo ben dire che la Storia si è sviluppata sulle sponde del Mediterraneo proprio perché, per mezzo della navigazione e degli scambi da essa propiziati e consentiti, i Popoli che vi affacciavano si sono potuti sviluppare più rapidamente che altrove.
L’intensificarsi degli scambi commerciali e del traffico navale ha sin dagli albori della storia posto tuttavia dei problemi di natura giuridica connessi essenzialmente, ma non esclusivamente, con la rischiosità delle spedizioni navali che hanno spinto le autorità legislative a codificare nel tempo quelle norme e regole che si formavano spontaneamente con gli usi e le consuetudini della gente di mare.
Per questa sua particolare genesi il Diritto della Navigazione moderno ha dunque come ossatura portante una solida e antichissima struttura basata sulle usanze marinare consolidate dei popoli del Mediterraneo.

En este trabajo se describe la construcción del Astrolabio Planisférico por los métodos geométricos que se utilizados en dos manuscritos españoles, que son:
1.- El "Libro Primero del Astrolabio Llano" incluido en el corpus de los "Libros del Saber de Astrología" de Alfonso X de Castilla.
2.- El cuaderno sobre la Construcción del Astrolabio de Ptolomeo" incluido en el corpus llamado "Fracmentos Mathematicos" de Fr. Joseph Maria Comellas de Mallorca.
Aunque muy distanciados en el tiempo. El manuscrito del "Libro Primero del Astrolabio Llano" es de 1276 y el de "Fracmentos Mathematicos" es de finales del Siglo XVII, la comparación de los métodos geométricos utilizados presenta un interés especial.

Waterways have been key factors in the development of societies from prehistoric times to nowadays, particularly due to their role as vectors for cultural interactions, material exchange, and transmission of knowledge. The fluidity of these highways of transport and communications is tightly linked to the presence of transit points: spaces with unique geographical characteristics that acted as nodal points between different communities. Transit points are thus defined as places of intense social contacts, putting objects of physical geography into the domain of social sciences and humanities.
The subject is challenging, as many activities that happen in the aquatic spaces seldom leave substantial archaeological traces behind. Actions that take place on board vessels are only visible through secondary sources like iconography, while archaeological remains from ships are often difficult to access. In some instances, the location where contacts might have taken place are obscured by a lack of remains, but the impact of those interactions are visible in other ways, such as nautical technology or language and cultural exchanges.
This book demonstrates that by changing the research paradigm to an interdisciplinary and multidisciplinary perspective that fully embraces the intricate connection between society and water spaces we can bring forth the nuances of human-environment interactions in water transit points.

"During the late Middle Age Mathematics and Geometry began to be used for navigational purposes, even if only in an empirical and experimental way.
La raxon de marteloio (with its toleta, i.e. a board) is one of the first applications to navigational purposes of mathematical knowledge, even if the sailors could not comprehend fully the geometrical and mathematical implications of the routes’calculation methods used in the raxon.
The use of taoleta is fully explained with navigational examples.

Este trabajo, es la introducción al estudio de las construcciones geométricas utilizadas en el "Libro Primero del Astrolabio Llano", que forma parte del corpus general de los "Libros del Saber de Astrología", que hizo recopilar el  Rey Alfonso X de Castilla, entre 1276 y 1277.
Manuscrito que se conserva en la Universidad Complutense de Madrid.
En este articulo se hace una introducción al Astrolabio Planisférico, a las partes de las que está constituido, cual es su fundamento teórico y cual es la pequeña Historia del Astrolabio desde que Ptolomeo lo trazó por primera vez, hasta que a través de los árabes llego a España y desde allí al mundo occidental desde donde originalmente había salido.

En el siguiente trabajo, continuación de este, se describen los métodos geométricos del manuscrito Alfonsí, que son muy similares a los utilizados por autores posteriores, como Johan Stöffler en su "Elucidatio Fabricae Ususque Astrolabii" de 1513, y se analizan desde el punto de vista trigonométrico.

O artigo aqui apresentado tem como objetivo uma análise do Imaginário Romano do Oriente no século I E.C.. Pretende-se fazê-la a partir de trechos retirados do texto anônimo intitulado “O Périplo do Mar Eritreu”, o qual narra portos, cidades e povos descritos pelo autor como parte da jornada realizada através desse universo plural que, em sua época, englobava a Costa Leste da África, a Península Arábica e a Índia.

An interdisciplinary study that draws together geography, historical navigation data, and eyewitness accounts into a comprehensive picture of one of the world’s great rivers.

This ground-breaking view of the navigational landscape of the Nile in medieval Egypt draws on a broad range of sources: medieval Arabic geographies; traveler accounts; archaeology; and meteorological, hydrological, and geological studies. John Cooper first charts the changing geography of the Nile waterways, particularly in the Delta, from the eve of Islam to the early modern period, and logs the “rise and fall” of these waterways for natural and/or anthropogenic reasons. He then presents a new perspective on the Nile, drawing on traveler accounts and environmental data to portray the river as a uniquely challenging and sometimes dangerous navigational environment requiring extensive local knowledge by skilled and hard-working Nile navigators. Finally, he looks at how the main Delta and Red Sea ports of medieval Egypt fitted into the navigational landscape described, explaining how these ports were affected by changes occurring to the navigational landscape, and how they reflected the navigational conditions of the Nile and surrounding seas.

I recenti scavi della Missione archeologica a Mozia della Sapienza nella Zona C hanno individuato il primo stanziamento fenicio, con una serie di pozzi e l'Edificio C8, i cui resti fotografano i momenti iniziali di vita della colonia fenicia nel secondo quarto dell'VIII secolo a.C.

История развития древнего водного транспорта насчитывает многие тысячелетия, но, к сожалению, археологические находки древних лодок очень редки. К тому же, не всегда удается сохранить находку для музейного хранения и экспонирования, должным образом законсервировать и отреставрировать ее. Отдельной проблемой является установление возраста найденных лодок, так как типологические характеристики часто не позволяют его определить. Особенно это касается наиболее архаичных по конструкции судов – лодок-долбленок. Наиболее результативным методом определения возраста этих находок является метод радиоуглеродного датирования. В этой работе мы всесторонне рассматриваем 50 археологических находок долбленых лодок, найденных в интервале начиная от конца XIX в. и до 2020 г.

La vela quadra (il cui nome non è strettamente indicativo della forma, che poteva essere anche rettangolare) identifica in assoluto la principale attrezzatura velica dell'antichità, pur essendo documentate anche altre tipologie veliche, ma in misura decisamente secondaria. Le nostre conoscenze si basano fondamentalmente sull'iconografia ( , mentre le fonti scritte forniscono qualche informazione sui sistemi di manovra. I relitti hanno restituito solo pochi elementi dell'attrezzatura velica, per lo più resti di cordami e componenti lignee delle manovre fisse e correnti (come le bigotte, i bozzelli, i borrelli e gli anelli guida per gli imbrogli delle vele); sono rarissimi anche i resti riferibili all'alberatura. Salvo casi eccezionali, infatti, la dinamica formativa dei relitti navali determina la rapida scomparsa di tutte le parti alte dello scafo, delle sovrastrutture e, in particolare, dell'alberatura e dell'attrezzatura velica. In origine le navi antiche avevano un solo albero posizionato verso centro scafo, a cui si aggiunse poi un piccolo albero a prua, inclinato in avanti, mentre dall'epoca ellenistica sono attestate anche navi attrezzate con tre alberi. L'albero su cui era montata la vela principale era sostenuto dalle manovre fisse, lateralmente dalle sartie, longitudinalmente da stralli di prua e di poppa. Gli alberi erano abbattibili, come documentano le iconografie che li raffigurano disarmati e reclinati in coperta, appoggiati su appositi cavalletti, e come testimoniano le scasse d'albero rinvenute nei relitti, che presentano un incavo funzionale alla rotazione del piede, oltre agli elementi riconducibili alla cassa di mastra. Nella sua struttura completa, come si presentava in epoca romana , la vela quadra era composta da diversi ferzi di tela cuciti insieme, le cui giunture potevano essere rinforzate con strisce di pelle. I bordi, invece, erano rinforzati dalle ralinghe, cioè da corde cucite alla tela su tutti e quattro i lati della vela, che prendono le denominazioni specifiche di ralinga di testiera (quella orizzontale in alto), di fondo (quella orizzontale in basso), di caduta destra e di caduta sinistra (quelle verticali, ai lati). La ralinga di testiera della vela era inferita al pennone, sopra il quale potevano essere armate anche una o più vele di gabbia triangolari. Il pennone era unito all'albero per mezzo della trozza, che doveva essere simile al tipo tuttora in uso nelle barche tradizionali, costituito, cioè, da un collare formato da alcuni giri di corda in cui erano inseriti dei legnetti sagomati (bertocci e scolette) che ne favorivano lo scorrimento sull'albero. Veniva issato con la drizza, manovra corrente rinviata nelle pulegge del calcese, nella parte alta dell'albero; dal I sec. a.C. 419 Figura 1. Bassorilievo della tomba di Naevoleia Tyche, Pompei, metà del I sec. d.C.: i marinai sono impegnati nelle manovre di riduzione della vela, per prepararsi all'ingresso in porto; quello in piedi verso poppa sta riducendo la tela per mezzo degli imbrogli, mentre altri due sono saliti a riva sul pennone, pronti per serrarla (Medas 2004).

The article concerns the nautical contents emerging from the text of the Acts of the Apostles 27-28, dedicated to the voyage of Paul of Tarsus (St. Paul) from Caesarea of Palestine to Rome (60 A.D.). This text is one of the most interesting written evidence about seafaring in antiquity, particularly as far as the shipwreck on Malta Island is concerned. Topics investigated are: 1. travel arrangements of passengers; 2. the course from Palestine to the Aegean, with reference to the seasonal winds; 3. periods of the year exploitable to navigate; 4. harbors suitable for the winter stop; 5. stormy sea navigation; 6. the method to reduce the speed of the ship at the mercy of the storm; 7. the jettison; 8. astronomical references importance; 9. the sounding lead use; 10. anchorage and anchors. The work ends with the analysis of the last part of the voyage, from Malta to Rome.

We referred to the Ancient Greek text 'Periplus of the Red Sea', which consists in a valuable information about all the coastal countries of the 'Red Sea' (Erythra Thalassa in Greek), a geographic term that in the Antiquity denoted the Arabian Gulf (this is what we call today 'Red Sea”), the Persian Gulf, and the entire Indian Ocean from Eastern Africa until Chryse (the 'Golden', as Indonesia and Indochina were called then). The 'Periplus of the Red Sea' was written ca. 70 CE by an anonymous Alexandrian Egyptian merchant and captain, who certainly had personal experience in vast parts of that navigation and trade network area, and wished to compile a kind of guide for sailors and traders. As continuation of our previous article, we will study further excerpts of 'the Periplus of the Red Sea' pertaining to 'the Other Berberia'.
http://www.afroarticles.com/article-dashboard/Article/Ancient-Harbours-of-Northern-Somalia-and-Colonial-Anti-African-Historiography/101747
2008-05-17

Miguel Cabello de Balboa, hombre de armas  reconvertido en hombre de fe, dejaba constancia en 1586 del origen mítico de los habitantes del valle de Lambayeque, en el norte de Perú. Sus escritos referían sobre Naimlap, gobernante fundacional llegado por mar en una flota de balsas. El objetivo de este estudio es comparar y verificar desde una perspectiva lingüística, la procedencia de este fundador y su comitiva, así como su relación con las atribuciones de los personajes y el resto de elementos descritos en el relato. Se recurrirá a ellos para señalar cómo y por qué pudo hacerse con el control del valle de Lambayeque a través de una función socio-política presente en toda la América prehispánica: el comercio de larga distancia.

In 1586, Miguel Cabello de Balboa, military man who turned into a faith man, left proof about the mythical origin of the Lambayeque Valley population, located in the northern Peru. His writings were concerned about a ruler, named Naimlap, who came by sea. The goal of this work is to verify the origin of this founder and his retinue from an onomastic perspective. This analysis was elaborated through the regional linguistic study and the compilation of the yunga or Moche language words. Other additional elements are used to discuss not only linguistic but also as a socio-political agent, the long-distance trader who is present at whole pre-Columbian America.

Recorrido crítico por la figura y la obra de Piteas de Marsella, primer explorador del NO de Europa, que vivió en el s. IV a.C. Astrónomo y geógrafo, compuso una obra "Sobre el Océano", conservada de modo muy fragmentario, en la que estudiaba el Océano desde un punto de vista físico y astronómico. Cleómedes lo califica como "filósofo", probablemente debido a su relación con Eudoxo de Cnido. En la Antigüedad fue reconocido como astrónomo, matemático y explorador entre los hombres de ciencia (Eratóstenes, Hiparco, Posidonio, Ptolomeo), con la excepción del geógrafo Estrabón (que paradójicamente representa nuestra fuente de información más amplia), quien lo critica con fuerza. Por lo demás, la imagen que se ha transmitido de Piteas a través de Antonio Diógenes (Maravillas increíbles de más allá de Tule), Hecateo de Abdera, las Argonáuticas órficas y buena parte de la literatura fantástica de la Antigüedad es una imagen muy diferente a aquella de un hombre de ciencia. La influencia de Piteas en la tradición posterior se debe sobre todo al motivo mítico de la "ultima Tule" como un nuevo lugar utópico donde emplazar especulaciones y fantasías de todo tipo. Esquema del capítulo: Bibliografía general: Testimonios y fragmentos: Ediciones antiguas. Ediciones de referencia. Traducciones. Estudios generales. Datación. Obra: Título. Importancia filosófica. Influencia.

A contribution to the SEA project edited book on ancient African Navigation.

A summary of known ancient African navigation feats, a study of the possible ways by which Ugandan Tin reached Central Europe. A ground breaking discovery on Carthaginian lighthouses: how some of them worked, where two leading lights were found, interpreted on the basis of equivalent lighthouses of proven Carthaginian origin. and how more could be found.
A set of historical recollections, new observations and open research on ancient African Navigation skills, trade and development. Deliberately interpreted in an Afrocentric perspective.

RESUMO: Análise de questões relacionadas com as estratégias de povoamento das comunidades que habitaram o(s) território(s) da Serra da Arrábida no decorrer do “Bronze Final”. A investigação focou-se nas áreas da Serra da Arrábida e da Serra do Risco, estendendo-se, para poente, até às serras dos Pinheirinhos e da Azóia, na plataforma do Cabo Espichel, e, para nascente, até à “Pré-Arrábida”, dominante sobre a foz do Sado.
PALAVRAS-CHAVE: Arrábida, Sado, Paisagens, Presença Humana, Bronze Final, a Vida e o Sagrado, Santuários Naturais, Navegações, Sal.

ABSTRACT: The object of this work is to analyse some issues regarding the settlement strategies of the communities that once inhabited the territory(-ies) of Serra da Arrábida (Setúbal/Sesimbra, Portugal) during the period in History conventionally called the “Late Bronze Age”. The research work focused on two main areas – Serra da Arrábida and Serra do Risco – but it also extended to the west, covering the areas of Pinheirinhos and Azóia (both elevations located on the plateau of Cabo Espichel), and to the east, covering what is called the “Pre- Arrábida”, overhanging the mouth of river Sado.
KEY WORDS: Arrábida, Sado, Landscapes, Human presence, Late Bronze Age, Life and Sacred, Natural Sanctuaries, Navigation, Salt.

Panoramica storico-archeologica sulle idrovie, le imbarcazioni e la navigazione lungo fiumi e canali padani in età romana, dalla costa adriatica fino alle regioni più interne della Cisalpina.
An archaeological and historical view on the waterways, the boats and the navigation along rivers and canals of Po valley (northern Italy) in Roman Times, from the Adriatic coast up to the more inland regions of the ancient Cisalpina.

The dugout canoes discovered in the neolithic site of La Marmotta (in the waters of Lake Bracciano) are among the oldest in Europe. This article discusses the second dugout –
named La Marmotta 2 – recovered in 1998.
After analysis of the excavational data regarding its resting condition on the bottom of the lake, this article describes the recovery, conservation and restoration techniques as well as the specifications of the dugout itself. It is hypothesized that fire, lithic axes, and chisels were used to dig and shape the dugout.
In conclusion, suggestions are made as to the possible uses of the vessel.

Persistence and change are necessary for the stability and development of both the human individual and the human society, since the beginnings of human history. Man needs a static framework, which, related to his self-awareness, defines a topocentric system of perception, evaluation, order, and meaning. He also requires a dynamic impetus, which allows exceeding the limits of special world views, shifting of perspectives and transformations of individual as well as social approaches to life. Travelling especially helped to broaden man’s horizon and mind. Accross cultures voyages guided by the skies are linked with practical concepts of exploring and domesticating time and space, but also figuratively with the life’s journey and with other worlds, being expressed by mythic, ritual and later scientific language.

More than 50 shipwrecks have been identified in Greece's Fournoi archipelago, making it the Mediterranean's largest known concentration of ships lost while under way. This paper examines how these vessels came to sink in a relatively obscure location. It examines Aegean navigation and Fournoi's role in north-south and east-west sailing routes. The assemblage of wrecks is not the product of the usual processes discussed by maritime archaeology, such as ship traps, hazardous environment, or abandonments, but a function of the large volume of ship traffic that passed the islands as a result of the Aegean's navigational landscape.

Основу двадцать первого выпуска «Херсонесского сборника» составляют статьи, которые касаются находок, открытий и древностей, связанных с Крымом и, в первую очередь, с территорией древнего Херсонеса и его округи в античную и византийскую эпохи. Отдельная статья посвящена анализу сочинения, в котором содержится ключевое письменное свидетельство об основании Херсонеса-перипл Псевдо-Скимна. В сборник вошел также материал, в котором исследуется организация вооруженных сил херсонесского полиса в период боспорского и римского влияния. Ряд публикаций посвящены скифской и сарматской тематике. В выпуске нашли отражение эпиграфические исследования. Традиционно в сборнике представлены материалы, посвященные истории изучения Херсонеса, отдельным эпизодам из жизни музея и его сотрудников. В настоящем выпуске опубликованы биографические очерки о М. С. Шемякине, Н. М. Янышеве, представлен музей по описаниям путевой литературы конца XIX-первой половины XX в. Издание адресуется историкам, археологам, краеведам, студентам и преподавателям, а также всем тем, кто интересуется античной и средневековой археологией, историей и культурой. ББК 63 (2Рос-Кры) я5 УДК 904

To Madeleine and Kie, for the time we shall never recover v Acknowledgements I am grateful to many people for help, both direct and indirect, in seeing this dissertation through to completion. First and foremost is Prof. Joseph Carter, my dissertation supervisor, mentor and employer for the past six years. Although I arrived at UT and the Institute of Classical Archaeology as a marine archaeologist at heart, this renowned archaeologist of ancient hinterlands taught me to look at all facets of antiquity, and not to forget the historically invisible who played such an important role in ancient civilization. I can never repay his unstinting support, nor can I express enough gratitude for the research opportunities that he has encouraged me to pursue both on land and underwater.

1. Navigating on the Danube, from Ptolemy the son of Lagus to Neacșu of Câmpulung. The year 2021 marks the 500 anniversary of the moment when Neacșu of Câmpulung wrote his letter, which many specialists considers to be the earliest attested document written in Romanian language. Since this is an important document for the history of Romanian literature, the following note will also be written in Romanian language. The sender of this letter, Neacșu of Câmpulung, was a merchant who was sending information to Hans Benkner, the mayor of Brașov, about the movements of Ottoman army along the Danube in the summer of 1521. Among the information are some regarding the way in which ships coming from the Bosphorus and the Black Sea navigated upstream on the Danube, through the Iron Gates, to Belgrade. This story echoes a quite similar one that happened eighteen centuries and a half earlier – the expedition of Alexander the Great to the Danube in 335 BC. The events were described by one witness who was part of the expedition: Ptolemy, the son of Lagus, a general of Alexander and future king of Egypt. The fragments describing the Danubian expedition are preserved in later works by Arrian and Strabo. According to them, while preparing the expedition to the east, Alexander the Great sought to first stabilize and pacify the northern territories of the kingdom. Therefore, in the spring of 335 BC, Alexander left Amphipolis to initiate a new expedition against the Triballi, who were chased up to the Danube. Led by king Syrmos, they took refuge on an island of the river, being also helped by the Getae living on the left bank of the Danube. Upon reaching the river, Alexander the Great met the “big ships” that came to help him from Byzantium, through the Black Sea and along the Danube (Arrian I, 3, 3). The alliance of the Getae and Triballi motivated Alexander to organize a one-day punishing raid to the north of the Danube. A number of hypotheses have been proposed over time regarding the entire campaign and the location of the island on which the Triballi led by Syrmos took refuge, or the area where Alexander crossed the Danube (Fig. 1). F. Medeleţ had convincingly demonstrated that the army led by Alexander the Great reached the Danube near the Morava confluence. Al. Vulpe has objected to this hypothesis, mostly bringing into discussion the supposed difficulties encountered by the Macedonian fleet when attempting to navigate through the Iron Gates. However, the problem of passing through the Iron Gates cataracts was already solved in ancient time by towing the ships. The difficult conditions for the navigation through the cataracts were more or less similar both before and after the Roman times, and until the modern age. Therefore, the information provided by Neacșu of Câmpulung about the Ottoman campaign along the Danube in 1521 is important. His description confirms that the Ottoman ships were towed, also indicating the way in which passage through the Danube’s Iron Gates was organized. Consequently, the idea suggesting that the “big ships” from Byzantium navigated upstream the Iron Gates while coming to support Alexander the Great in 335 BC is plausible. This hypothesis, proposed by Florin Medeleț, continues to be the most convincing one, ahead of all others proposed so far.
2. “Panoplies” of weapons and warrior identities from the “Celtic” to the “Dacian horizon” in Transylvania. The Late Iron Age in Transylvania was defined by two cultural and chronological horizons: the “Celtic horizon” (between ca. 350 and 190/175 BC) and the “Dacian horizon” (between ca. 190/175 BC and AD 106). One aspect that has seldom been discussed is the manner in which these “panoplies” defined a particular social identity of these elites during each of the aforementioned cultural and chronological horizons which characterized the inner Carpathians region during the Late Iron Age. The comparison of the “standard” panoplies of weapons specific to the “Celtic” and the “Dacian horizon” indicates the existence of both similarities and differences. More precisely, these panoplies are quite similar in what concerns their functionality. In funerary contexts, these weapons are meant to define symbolically the warlike identity. However, the ways in which martial identity was constructed and expressed within the social environment differed from one horizon to another.The “Celtic” warrior was closely connected to the community within which he lived, being buried alongside other members of the community, in an area belonging to his group, clan or family, using all markers of his social status and identity.  On the other hand, the “Dacian” warrior belonged to a hierarchic society that was defined by the emergence of hilltop fortresses surrounded by a dependent rural hinterland. Therefore, despite the apparent similarities in the functional structure of the panoplies of weapons, the warriors of these two horizons belonged to two very different models of social organization.

New information about the river navigation on the Hebros/Maritsa river in Antiquity and about Philippopolis (Plovdiv) as a river port in the 2nd – 3rd centuries AD  according to numismatic data 

Lubomir Vassilev 

(Abstract) 
This article examines the river navigation on the Hebros/Maritsa river in the 2nd – 3rd century AD, seen through the prism of the provincial coinage of Roman city of Philippopolis. The first coin of this type of Emperor Lucius Verus (161-169) with actuaria-ship with rowers on the reverse, originating from the village of Panicheri (in Plovdiv region) is currently stored in the Archaeological Museum at Plovdiv (Fig. 1). The second coin of this type was recently announced and displayed (January 2021) in a specialized group on Facebook and is owned by a US citizen (Fig. 2).  There are also representations with ships on Philippopolis coins struck by the emperors Marcus Aurelius (161-180) and Commodus (180-192) to which no one has paid scientific attention so far (Figs. 3-6). Coins are also shown and commented on, with a partially visible ship and a river god - personification of the river - a sure sign of the existence of shipping on the Hebros/Maritsa river during the Roman period.  Presented in this way, the article sheds new light on the ancient history of Plovdiv and shipping in the Bulgarian lands during the Antiquity. 
Reverse Magazine, 1(12), January - June 2021, p.18-27.

Списание "Реверс",бр.1,Януари-Юни,2021г.,с.18-27.

This study focuses on the Periplus of Pseudo-Skylax, a controversial document from the late fourth century bc. Despite diverging views on its date and authorship, scholars agree this text could have derived most of its information from earlier and non-extant, nautical sources. This
article contributes to addressing gaps and limitations concerning the Periplus’s relevance and the forms in which such currently lost information circulated at the time of, and preceding, its publication. Its aim is to identify the contents in the Periplus of Pseudo-Skylax which the author could have obtained from earlier nautical sources; compare them with other, maritime-derived extant documents; and further analyse this information from a practical and sailing perspective.

The naval transport of stone in antiquity maintains some queries about its various aspects: professions involved; type, shape and capacity of ships; specific harbour infrastructures and equipment; navigation in the passages between sea and inland water; sources and destinations of the material, etc. On some of these themes, are providing useful clues, a fewwrecks, some comparisons between cultivation areas and monumental complexes and petrographic analyzes; some sources, on the other hand, suffered from poor understanding or have not received adequate appreciation. A topic that re-quires a drastic revision is the transport of Egyptian obelisks, which have been scientifically ‘damaged’ by its intrinsic property in stimulating suggestions.

"""Ship 17 of Thonis-Hercaleion is the first vessel from the submerged city of Heracleion-Thonis in Egypt yet excavated. The peculiar constructional features of this ship, which dates to the Late Period (664–332 BC), allow us to argue for a new type of construction that finds parallels in Herodotus’ description of a Nilotic freighter called baris (History, 2.96, c.450 BC). The aim of this article is to present the main characteristics of this construction without going too far into technical details.
Keywords: Maritime archaeology, Ancient shipbuilding, Ancient shipwrecks, Naval architecture (History), Late Period in Egypt, Herodotus."""

Recent approaches to landscapes, islandscapes, and seascapes have highlighted the multivocal, interactive, multi-sensorial, and, most of all, deeply social nature of human engagement with them. Unfortunately, due to a perceived or real lack of archaeological evidence, anthropological studies, oral histories and the more often than not land-based lifestyle of modern scholars, the maritime world of the Aegean has up to now experienced a certain neglect. It is thus the purpose of this work to draw out the potential of research into seascapes and to promote a new kind of survey that incorporates the maritime environment into its design. The final section reinvestigates common assumptions about mobility, direc- tionality, navigation and interaction in the Bronze Age Aegean and of- fers a perspective more in keeping with ethnographic, archaeological and experimental data. It will be argued that mobility, movement and in- teraction were essential factors of island life, that seafaring technology was well developed, and that, therefore, an isolationist tendency should be considered as socially constructed, rather than an inevitable conse- quence of island living.

From the discovery of the famous Ljubljana cargo ship of sewn construction onwards, excavated in 1890/1891 at the site of Brezov log near Lipe in the Ljubljansko barje (Ljubljana Moor), other important remains of capable watercrafts came to light in the Ljubljanica riverbed, in the area of ancient Nauportus (present-day Vrhnika, Slovenia) that provide physical evidence for the writings of ancient Greek geographers who report on large-scale waterborne cargo traffic between the Latin colony of Aquileia, on the one side, and the Transalpine Celts in the hinterland of the northern Adriatic and the peoples of the Danubian regions, on the other.
The book focus on the results of the preventive underwater research of the Ljubljanica riverbed conducted in 2015 at Vrhnika. This revealed an approximately 14.5 m long and 1.38 m wide oak logboat from the late 2nd c. BC, with repairs and features of presumed Mediterranean origin. These include the use of woollen textile soaked in resin for caulking of the joint between substituted half of bow and parent log as well as an unlocked mortice and tenon joint featuring on detached board of approximately the same age (but of yet unverified provenance). Excavations also partially exposed the wreck of a contemporary sewn cargo ship, with constructional details very similar to those of the Lipe (Ljubljana) ship that make it one of the earliest known representatives of the Northern Adriatic shipbuilding tradition. Both add to the important role that the trade and military post at Nauportus played in the transfer and innovation of naval technology at the end of prehistory and in the early period of the Italic/Roman presence in the region.

Основу двадцатого выпуска «Херсонесского сборника» составляют статьи, которые касаются находок, открытий и древностей, связанных с Крымом и, в первую очередь, с территорией древнего города Херсонеса Таврического и его округи. Ряд статей посвящены херсонесской нумизматике, эпиграфике и истории Херсонесского музея. Этим, однако, тематика сборника не ограничивается: здесь также публикуются материалы и исследования по ряду актуальных проблем античной и византийской социально-политической и культурной истории более широкого географического охвата. Издание адресуется историкам, археологам, краеведам, студентам и преподавателям, а также всем тем, кто интересуется античной и средневековой археологией, историей и культурой.

The portolani (pilot’s books) are technical-nautical documents that essentially differ from those who in antiquity are well-known as periploi, that instead form part of geographic literature (periplographic). Accepting the dating of this text in the I century AD, the Stadiasmus or Periplus of the Great Sea represent the ancients portolano known up to now, that bring forward of eleven or twelve centuries the early portolani of the Middle Age. Actually, our text is characterized by the really nautical nature of informations and, at the same time, by the absence of any literary embellishment, of historical, mythological and ethnographic interest; in general of any information not directly connected with the practice of navigation.