Ancient Seafaring

Samples of the internal and external coatings of the hull of a warship that sank in the seaport of Phanagoria (modern Taman Bay) in the 1st century BC are studied. As a result of the application of a complex of complementary natural-science methods (optical microscopy, X-ray diffractometry, scanning electron microscopy with energy dispersive X-ray microanalysis, gas chromatography with mass-selective detection), it is found that the internal wooden part of the ship was treated with a "mastic," based on clay mixed with wool and down. The outer surface of the ship's sheathing board was coated by realgar mixed with wax and pine resin. Thus the recipes used for the waterproofing, fireproofing, and bioprotection of warships used by sailors of the Pontic Kingdom more than 2000 years ago are presented.

The discovery of the Varpelev Boat in 1973 was an archaeological sensation which attracted significant attention from both the media as well as scholars. In consultation with specialists, Køge Museum initiated a salvage operation and conservation plan. However, the process faced setbacks, which led to the boat's deterioration. In 2005, a rescue operation enabled its re-conservation, which was completed in 2016. The boat was transferred to the Viking Ship Museum in 2017. The boat, dated to 1220-788 BC, was partially preserved. It had a flat 'platform' at the aft end, hewn from the trunk's root, and featured three hewn-out ridges inside. It measured c. 12.4 m in situ, with reconstructions estimating its original length to be about 13 meters, c. 50 cm high, and weighing c. 1300 kg. During the boat's era of use, sea levels were higher, making the river valley, in which the boat was found, a navigable brackish fjord. This suggests that the Varpelev Boat was part of a broader maritime transit network. It would have served as a cargo and crew carrier in a key geographical area in which sea and land routes intersected. This is furthermore supported by the boat’s design, which shows similarities to other watercraft from the period. A new research project (2024 to 2025), aims to provide deeper insights into the boat's construction and its role in Bronze Age maritime networks, utilizing dendrochronology and 3D reconstructions. The project is a collaborative effort with plans for a scientific publication and a temporary exhibition to showcase the boat's historical and technological significance.

Talež, situated on the southern coast of the island of Vis, is the only large prehistoric enclosure there
that has been subject to detailed study. The site was surveyed in 1994, and a sub-surface sampling
programme was undertaken then as part of the Adriatic Islands Project. This exercise revealed an extended chronology for the site which may stretch from the Middle Bronze Age through to the onset of Greek
colonisation on Vis. Uniquely for similar sites on the island, Talež is only a short distance from a very
large cairn at Vela gomila. The visual connection between these two sites suggests that they are linked.
Previously published project research on the islands of Hvar and Brač identified a complex, probably
ritual, link between enclosures and individual, large cairns, and the data presented here adds to that
debate. This paper also discusses the role of the settlement within the island prior to the establishment
of the Greek colony at Issa and the role of syncretism within island society

NB : pdf of French, English and Arabic summary of the 2 vol.)

The Pharaonic harbor of Wadi el-Jarf is a set of settlements
(storing caves, camps, maritime installations) that are spread
over a distance of 5 km, from the foothills of the Gebel el-Galala
el-Qibliya to the coast of the Suez Gulf. This first volume aims to
present the results of the excavations led on this part of the site
between 2012 and 2021. There, one can still see the remains of
a large L-shaped pier, built to provide a shelter to the boats that
frequented the port, as well as camps— some 200 m from the
sea-shore—that were surely the dwelling place of the workers
in charge of assembling and dismantling the boats used on the
site. The abundant material collected during the excavations
includes several seal impressions on clay showing the names of
Snefru and Khufu, the two first kings of the 4th Dynasty, and an
exceptional deposit of one hundred stone boat anchors, many
of them still inscribed to the name of the boats to which they
belonged. This gives us a glimpse on the last fleet that was sent
to this place c. 2600 BC

Elite Romans residing in opulent villas in central Italy during the first century BCE are generally viewed as the main consumers driving the trade in luxury goods. However, evidence from shipwrecks shows this is not the full picture. This article utilizes assemblage theory and network analysis to examine relationships between luxury furniture and shipwreck assemblages in the Mediterranean in the first century BCE. It starts first with discussion of couches (klinai) and tables from five shipwrecks during this period and one from the first century CE to draw comparisons in furniture types and distribution networks. Then it examines the shared presence of objects and assemblages from other first-century BCE shipwrecks using network analysis. Viewing shipwrecks as nested sets of assemblages combines close analysis of singular wrecks with aggregate data from multiple shipwrecks in an interconnected interpretive framework. The resulting network serves as a starting point for understanding the circulation of objects and facilitating interpretation of shipwrecks, ultimately refining our view of the acquisition of luxury objects in the western Mediterranean during the first century BCE. Finding that luxury objects, such as klinai, were being shipped not only to Italy but also around the same time to the western Mediterranean shifts the focus of study from Italic consumers to wider integrated transportation networks.

Sin lugar a dudas, la mayoría los aspectos más renombrados del pecio fenicio del Bajo de la Campana se encuentran vinculados con su cargamento y, en especial, con el fastuoso y único conjunto de defensas de marfil que lo singulariza y lo caracteriza desde los primeros acercamientos a este. Sin embargo, tanto este lote como los metales en bruto que lo acompañaban debían ser transportados inexcusablemente por una embarcación, a bordo de la cual sus tripulantes desarrollarían una serie de actividades relacionadas con el comercio, la navegación o, por qué no, su propia subsistencia. Es por ello por lo que, a través del presente trabajo, pretendemos abordar ese aspecto, a veces difícil de rastrear o identificar, no solo en este pecio, sino en otros tantos, de diferentes periodos, debido a lo menos masivo de sus componentes, el carácter más efímero de estos o, también, el difícil discernimiento de si por su naturaleza podían asociarse más a los enseres y pertrechos de la tripulación que al propio cargamento. Fenicios, mercaderes del mar. El yacimiento subacuático del Bajo de la Campana (San Javier, Región de Murcia) Págs. 71-80 Rafael Sabio González El barco fenicio del Bajo de la Campana: vida a bordo objetos, las cuales tiendan a hacer pensar que eran transportados para su uso por parte de la tripulación, y no con el objeto de ser productos destinados al comercio. Este sería el caso, por ejemplo, de las lucernas halladas en el pecio, cuyas marcas de fuego en la piquera sirven de indicio para relacionarlas con su empleo en la vida a bordo. De este modo, y a lo largo de las siguientes páginas, vamos a proceder a analizar separadamente los tres grupos en los que pueden dividirse aquellos elementos asociados al barco y la vida a bordo (Cibecchini, 2022, pp. 264-265). En primer lugar, los restos relacionados con el barco en cuestión, así como con su navegación y flotabilidad. En segundo lugar, las vituallas empleadas en el sustento alimenticio de los tripulantes o pasajeros. Y, en tercer lugar, los pertrechos y enseres embarcados para servicio de su tripulación o con destino a su utilización auxiliar dentro del barco. Al margen de los tres vértices de la vida a bordo ya enunciados, existe un cuarto componente, la religiosidad, que, pese a sus enormes connotaciones inmateriales, podía encontrar un trasunto físico. Este se ha plasmado en manifestaciones de carácter individual o colectivo, que, bajo la forma de objetos, símbolos o incluso estructuras, han podido hallar reflejo sobre diversos soportes a lo largo de los siglos. En el caso del Bajo de la Campana, a esta cuestión ha tendido a asociarse el llamativo pedestal localizado entre sus restos, así como, más ocasionalmente, algunos otros de sus materiales. Sin embargo, al tratarse en una contribución específica dentro de este mismo volumen, será obviado en el presente trabajo. Fenicios, mercaderes del mar. El yacimiento subacuático del Bajo de la Campana (San Javier, Región de Murcia) Págs. 71-80 Rafael Sabio González El barco fenicio del Bajo de la Campana: vida a bordo Al margen del cargamento, existen otros elementos que podrían entrar en juego a la hora de juzgar el carácter y tamaño del barco. Especial referencia encontrarían aquí los objetos asociados a las anclas que debía llevar a bordo la embarcación en el momento de su hundimiento. Entre estas, se cuenta un ancla lítica, pero también hasta ocho elementos pétreos de forma prismática y amplio desarrollo longitudinal (cat. 7), que a partir de otros paralelos han sido identificados como posibles cepos de anclas lígneas. De todos ellos, el que denota una identificación más clara es aquel dotado de un rebaje en su zona central, que serviría para apresar su superficie entre las dos maderas que, unidas, conformarían la caña. El resto de los posibles cepos (figs. 1 y 2), de tamaños diversos, resultarían más rudimentarios, pero denotan, con todo, el gran interés de haber sido hallados junto al cepo dotado del rebaje central, lo cual no solo abundaría en el hecho de su interpretación consonante con este, sino también en la circunstancia de que fuesen transportados juntos, en un mismo espacio del barco. Esta última circunstancia, por lo demás, y aparte de las implicaciones que pudiese conllevar en relación con las circunstancias y forma del hundimiento, cuenta con el valor añadido de demostrar un claro paralelo en el caso de Uluburun (Pulak, 2001, p. 13). El número relativamente amplio de anclas puede hallarse sujeto a diversas interpretaciones. Una podría ser la votiva, sobre la que se incidirá en otros textos del presente volumen. Por contraste, la que a título personal estimamos la más probable es la de su motivación meramente práctica. No hemos de pasar por alto, a tal efecto, que la pérdida de anclas ha resultado frecuente a lo largo de toda la historia de la navegación, ya fuese por la rotura accidental de la cuerda o cadena que las unía a la embarcación o por el corte o liberación intencionado de estas en aquellas circunstancias en las que el ancla quedase atrapada en el fondo e hiciese intuir su difícil o imposible recuperación. Tratándose de un elemento de vital importancia para la seguridad de una nave, ya que de ella dependía su correcto fondeo, la experiencia secular ha aconsejado al marino embarcar varias anclas, llegando a recibir cada una de las cinco habituales desde la Edad Moderna un nombre específico . Es por ello posible que las diferentes anclas presentes en el pecio estén reflejando, como en Uluburun, una remota preocupación por la pérdida de anclas. En otro orden de cosas, la convivencia de un ancla lítica (inv. 50405) con otros modelos más evolucionados y dotados ya de uñas, caña y cepo podría no resultar extraña, ya que las anclas líticas se han Fenicios, mercaderes del mar. El yacimiento subacuático del Bajo de la Campana (San Javier,

Статья посвящена редкому образцу античного прикладного искусства - глиняной модели боевого корабля, найденной в 2020 г. при проведении спасательных археологических раскопок городища Парфений в Восточном Крыму. Такие модели изредка встречаются при археологических раскопках в различных районах античной Греции и Италии, однако в Северном Причерноморье глиняная модель корабля обнаружена впервые. Модель корабля из Парфения датируется II в. до н. э.

Two new Latin poems by the Spanish poet Garcilaso de la Vega were found
in 2022. A translation into Spanish is provided, and a study on the Horatianism of both
and on the consequences of this discovery for other Latin poems by the same author.

Es indudable que el barco que naufragó en el Bajo de la Campana transportaba objetos de gran valor,
pero parece claro que los lingotes y el mineral, que representaban más de la mitad de su peso, constituían
el cargamento principal.
La movilidad de materias primas, especialmente pétreas, es sorprendentemente amplia desde
épocas remotas de la Prehistoria, al haber sido, sin duda, uno de los primeros objetos de intercambio.
Con el desarrollo de la metalurgia, esos intercambios se intensificaron y la necesidad de minerales como
cobre o estaño en regiones donde no existían impulsó redes de gran alcance y complejidad...

I sei templi in miniatura in piombo rinvenuti nel carico del naufragio di Valle Ponti, situato a Comacchio (provincia di Ferrara, Italia) e datato all'ultimo quarto del I secolo a.C., sono stati spesso interpretati come un unicum nel mondo romano. L'obiettivo principale dello studio è la contestualizzazione di questa categoria di oggetti all'interno del culto mariano, che attende ancora di essere affrontato in modo completo ed esaustivo. Attraverso le fonti scritte e i confronti iconografici e archeologici con analoghi manufatti e statuette votive raffiguranti le stesse divinità presenti nella nave di Valle Ponti, sono state aperte nuove prospettive interpretative sulle ragioni alla base della produzione dei templi in piombo, sul loro utilizzo e sull'ambito per cui potrebbero essere stati prodotti. Alcuni elementi simbolici e le divinità rappresentate sembrano fornire importanti indizi sul rituale e sulla religiosità del relitto. In questa prospettiva, è stato approfondito il culto marittimo nel mondo classico, nel tentativo di comprendere il significato, la funzione e la posizione dei tempietti all'interno della nave di Valle Ponti, confrontando le fonti primarie antiche con altri oggetti di culto rinvenuti nei relitti mediterranei.

Malone, C., Stoddart, S., Ceccarelli, L., Cenciaioli, L., Duff, P., McCormick, F., Morales, J., Armstrong, S., Bates, J., Bennett, J., Cameron, J., Cifani, G., Cohen, S., Foley, T., Fulminante, F., Hill, H., Mattacchioni, L., Neil, S., Rosatelli, A., ... Volhard-Dearman, S. (2014). Beyond Feasting: Consumption and Lifestyle amongst the Invisible Etruscans. In Living in the Landscape: Essays in Honour of Graeme Barker (pp. 257-266). (McDONALD INSTITUTE MONOGRAPHS). McDonald Institute for Archaeological Research Cambridge. http://www.mcdonald.cam.ac.uk/publications/mcd-books/mcd-booksbydate#2014

Praca poświęcona temu, jak Arystofanes przedstawia i wykorzystuje w swoich komediach postacie polityków ateńskich. Podejmuje ona analizę zarówno polityków historycznych (czasów wojen grecko-perskich), jak i tych współczesnych komediopisarzowi (czasów Wojny Peloponeskiej).

Bu kitabın bir kısmını bile görsem, Sana sığlıklan öğretir, bilesin, Bu sığlar bazen alçalır, bazen yükselir, Bunun sebebi nedir ki sular gider gelir. Ki aslında denizden batak bir yer olur. Su çekilir altı saat, canına ki kalır. Yine gelir altı saat dolunca, Anlamıştır bunu gören, git gelen olunca, Ki bir gün, bir gecede kış ve yaz, Su dört defa gidip gelir çok ve az, Deniz kabank, dalgalı ise çok gelir. Eğer sakin ise deniz eksik gelir, Bütün kudreti ile bu iş olur. Aydan gelir bu sır; ki sığ olur, Ay büyüdükçe su artıklaşır, Ve ay büyüdükçe su kaçar, Ay, bedir olsa sular çoğalır, Evet, sakin olup hayrette kalır, Budur hayret dediğin, dinle bari. Ki su yükselip bulur karart, Ne kadar çalkantı olursa bil ki tamam olur. Alamet onda hep sakin olur, Ne vakit ki ayın bedir hali bitti, Suya hasretin husrana yetti, Ay sonunda sular az kaldı. Ay başında tekrar sular artılır, Birçok ay sonlannda sular eksilir. Bu sulardaki her sığ böyledir, Kamer ilmini eğer bildinse ey yar, O vakit olursun bütün sığlardan haberdar, Ki, yani on iki burcu kameri bil, ..•. 153 •PİRİ REİS HARİTASININ ŞfFRESİ 30 gün seyrederler, ehli bil, Burçlann kim ki bilir hesabın, Bu ilmi başarır, bulunmaz fesadın, Deniz ehline şimdi bu gerektir, Bu ilmi bilse onlar, emektir. Bilmeliler deryadaki bütün sığları, Söyliyeyim birkaçını bilin onları. Onlann bir kaçı Mağrip ı sığlarıdır, Ki sığlıkları içinde onlar önemli olanlarıdır. Çünkü dalga olmaz o sığlarda ey yar, Eğer fırtınalı ise de orada rüzgar, Dalga olmayışının sım budur; Denizin yirmi mili anca sığlıktır, Dağılır su kenarlarından dalgalar, Derin değil, çünkü bütün kıyılar, Çünkü şimdi dalga olmaz sığdır o yer, Dağılır mahvolur dalgalar yer yer, Fakat onların da bazıları gizli, Bazıları da belli olur Cerbe' gibi, Hem de sığlık mahmuz başı gibi, Kimi "Karkana", lsfakız kimisi', Konmaya yaralar hepsi, Yatağıdır geminin çünkü bunlar, Ki demir yeridir hep bunlar, Onun için iyi anlatıldılar ey yar, Ki denizden gelene olsun belli onlar, Bunun için yazdım bu kitabı, Bitsin okuyanın denizde ızdırabı, 1-Fas-Tunus-Cezayir Kıyılan 2-Cezayir civanndakl yerler 3-Cezayir civarındaki yerler

Wachsmann, S., 2023. On Anchor Stratigraphy in Tantura Lagoon, Israel. Skyllis (Deutsche Gesellschaft zur Förderung der Unterwasserarchäeologie e.V.) (Proceedings of In Poseidons Reich XXVIII) 23: 142–154.

Tantura Lagoon is a rocky harbor on Israel’s shallow and sandy Mediterranean Carmel coast. For 4,000 years this island-fringed setting has served almost continuously as an anchorage for the nearby ancient mound of Tel Dor, the second largest ancient mound in Israel, and its environs. Quantities of stone anchors have been documented in the lagoon. During its three years (1994–1996) of exploration the INA/CMS Joint Expedition to Tantura Lagoon revealed previously-unknown stone anchors and anchor stocks. Because of the remarkable, almost ‘archaeological soup’-like conditions of the lagoon, which quickly buries any anthropogenic materials reaching it under a constantly shifting blanket of sand, some of the anchoring devices had distinct underwater stratigraphical contexts. This paper examines the artifacts themselves and the possible significances of their in-situ stratigraphic contexts.

This paper is about the role and function of ports and international seafaring as a medium for cultural transfer. This topic will be exemplified by the missionary journeys of the Apostle Paul from 47–56 AD. As a bilingual diaspora Jew in ancient Palestine in the 1st century AD, he was in the area of tension between the traditional Jewish structures and the pagan Greek-Roman world with its international socio-cultural intermingling. As the Apostle of the Gentiles, he travelled several times from Jerusalem to the Levant coast via Cyprus and Asia Minor to Greece and Italy. Since language, thinking, and culture are interlinked with each other, it was crucial not only to be fluent in the lingua franca of the Greek-Roman world, but also to understand and be proficient in the socio-cultural language of his audience. For the success of his journeys, it was vital to visit international cities, which were connected to the global economic trade network and had enough urban resources and infrastructure to serve and operate the needs of a global intermingling clientele. By assessing archaeological, epigraphical, and historical sources, the cities of Ephesus, Corinth, Thessaloniki and Antiocheia on the Orontes will be investigated in order to reconstruct the global role and function of ports and seafaring as a medium for cultural transfer.

This article is about the building of the Lusoria "Danuvina Alacris", the repairing of the Oberstimm II reconstruction Fridericiana Alexandrina Navis (F.A.N.) and their testing in order to get an impression about their performance potentials in their respective field of usage (patrolling, troup transport, guarding transport)

Although orthodox science has well-founded theories regarding the urbanogenesis of the present-day civilization, the lack of a universal definition of the phenomenon of the city and the reasons for its origins, development, rise, and decline continue to preoccupy researchers even in the postmodern era. To what extent are the imposed scientific theories related to the chronotope and the reasons for the formation of the first human settlements and urbanized structures, relevant? How does the city happen? What lies beyond the walls of the material city? Why does every city thrive thanks to its metaphysical core-divine origins, myths and mythical heroes, legends, urban stories, and folklore? To what extent does the desacralization of the city and urban spaces distance the man from his original existence, destroying the connection between Man, Nature and God? This article (comprising of two parts) is an attempt to answer these questions through the lens of cultural anthropology and other borderline scientific disciplines.

The burial of Queen Ahhotep represents one of the most significant finds in the history of Archaeology. A gilded coffin and a trove of magnificent jewels and objects belonging to a queen named Ahhotep was discovered at Dra Abu el-Naga , in Western Thebes by Auguste Mariette in 1859.  The sumptuous jewels and elaborately decorated ceremonial objects were found buried with the coffin and amongst the wrappings of the mummy, which was apparently destroyed during the hurried excavation. Many of the objects associated with the burial
bore the names of the warrior Kings Ahmose and Kamose of the end of the Second Intermediate Period (ca. 1550 B.C.E.) a pivotal period in the history of Egypt.

Despite its importance, the treasure has been little published and studied until now. This volume brings together experts from all over the world who have contributed important new insights and interpretations of the treasure and is sure to be among the major works on this important era.

This paper constitutes a preliminary linguistic test of the hypothesis which postulates that shared Kyushu-Ryukyuan lexicon related to maritime knowledge provides evidence for a Kyushu-Ryukyuan subgrouping within the Japonic cladogram. The paper introduces Kyushu-Ryukyuan cognates and potential shared lexical innovations in seafaring vocabulary, cardinal directions and navigation, and marine fauna, all of which suggest a shared Kyushu-Ryukyuan navigation culture, as well as common maritime subsistence and lifestyle patterns. The case is reinforced by several promising cases of common morphological features between Kyushu and Ryukyuan. The overall conclusion is that the compared linguistic data does support the Kyushu-Ryukyuan clade. Finally, we identify a mismatch between lexical and morphological evidence concerning lower-unit classification of the South Japonic node. We observe that while shared innovative vocabulary allows to postulate Proto-Satsugū-Ryukyuan within Kyushu-Ryukyuan as the most direct mainland ancestor of Ryukyuan languages -the predecessor pre-Proto-Ryukyuan language that was still spoken in Kyushu in the first millennium ADshared grammatical features do not suggest any particular subdivision of Kyushu-Ryukyuan.

https://profilebooks.com/work/tracks-on-the-ocean/
https://press.uchicago.edu/ucp/books/book/chicago/T/bo240066120

Sara Caputo’s Tracks on the Ocean is a sweeping history of how we have understood routes of travel over the ocean and how we came to represent that movement as a cartographical line. Focusing on the representation of sea journeys in the Western world from the early sixteenth century to the present, Caputo deftly argues that the depiction of these lines is inextricable from European imperialism, the rise of modernity, and attempts at mastery over nature. Caputo recounts the history of ocean tracks through an array of lively stories and characters, from the expeditions of Captain James Cook in the eighteenth century to tracks depicted in Moby Dick and popular culture of the nineteenth century to the use of navigational techniques by the British navy. She discusses how tracks evolved from tools of surveying into tools of surveillance and, eventually, into paths of environmental calamity. The impulse to record tracks on the ocean is, Caputo argues, reflective of an ongoing desire for order, schematization, and personal visibility, as well as occupation and permanent ownership—in this case over something that is unoccupiable and impossible to truly possess. Both beautifully written and deeply researched, Tracks on the Ocean shares how the lines drawn on maps tell the audacious and often tragic and violent stories of ocean voyages.

Introduction Lake Mareotis represents one of the most distinctive geomorphic features in the north-west coastal region of Egypt. In antiquity, it was fed by means of a number of canals, which bifurcated off the Nile’s defunct Canopic Branch, and flowed into the southern and eastern sides of the lake (Fig. 1). Some of these canals were navigable, which enabled merchandise to be transported to and from the hinterland. By the Greco-Roman period the lake was also connected to the sea through a navigable canal that debouched at Alexandria (Strabo 17.1.7). Its connection to both the Nile and the sea resulted in Mareotis becoming a vital conduit of communication in Egypt’s internal transport system. Moreover, it supported around its shores various agricultural activities and embraced major production centres for different industries, which contributed significantly to the economy of Alexandria and to Egypt as a whole. Accordingly, this paper will look at the role that Lake Mareotis played ...

Mein Vortrag bei den Aquilonia in Kiel 2024 thematisierte insbesondere das Lein-Enkomion, das eine der umfangreichsten und vielschichtigsten Pflanzendarstellungen in der Naturalis historia ist. Plinius der Ältere gestaltet die botanische Passage durch komplexe literarische Techniken und narrative Strukturen, die eigenständige Mikronarrative bilden und die todbringende Wirkung des Leins für Menschen, Tiere und Pflanzen in frühere astronomische und agronomische Kontexte seines Werkes einordnen. Wie ich gezeigt habe, können die botanischen Mirabilien in der Lein-Passage zur Begründung von Plinius‘ Revision der bisherigen systematischen Zuordnung der Pflanze herangezogen werden und erklären deren gesonderte Betrachtung zwischen den Acker- und Gartenpflanzen.

« Je n'ai à vivre qu'un temps, un moment, Je ne vivrai pas l'âge du soleil. C'est l'eau, c'est la pierre Qui vivent l'âge du soleil ». « Comment », écrivait Jacques Phytilis avec sa fougue habituelle, « comment ne pas voir la grave erreur de perspective qu'il y a à continuer d'affirmer l'équilibre et la mesure propres à une Grèce hautement anticipatrice de notre rationalité et à laisser dans l'ombre cette autre occupation majeure de l'esprit chez les Grecs qu'a été leur quête quasi-irraisonnée du soleil levant ? »

From the northern promontory to the southern promontory of the "foot" of Italy over the last 1000 years the coastline has dramatically changed and hence ancient geographical texts are basically voided. Fourteen texts are analysed; a special point determined and two specific areas are shown to be factual. Seismic details are quantified by experts with surprises in it all.

The shipwreck of the Columns, dated at the end of the 2nd c. AD, lies on a sandy bottom at a depth of 2.5 to 4 m in the bay that opens south of the promontory on which the Syracusans, at the beginning of the sixth century BC, founded the colony of Kamarina. The main cargo consisted of a pair of half-finished columns 80 cm in diameter and approximately 6 m long. The new research on this site, known since the 1970s, is part of an organic program of study of the historical-archaeological evidence preserved along the Ragusa coastline by the University of Udine, in collaboration with the Superintendence of the Sea of Sicily and with the support of the Institute of Nautical Archaeology.

In 2021, I wrote a series of articles on the ancient Greek ship, which was published at the Kosmos Society. Later they were published online at the website of SWZ Maritime. During the writing of the articles, I kept track of the nautical terms and names along with a short description of their meaning.
The following table summarizes the result, a maritime core vocabulary in a bilingual format. The terms are sorted alphabetically and for each term the Greek word, the transliteration, and the English word is given. Many of the words have not only one, but several meanings. The intent of this vocabulary is to highlight the nautical meaning of each word.
The listed terms are tracked, with examples of their use in primary sources, in my book Periplous – A Journey through the Ancient Mediterranean.
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This report is a comprehensive study of the Bronze Age material and sites discovered on both sides of the River Calder. These included Axes Collared Urns and personal ornaments which confirm that Calderdale was occupied throughout the Bronze Age, although there is a lack of settlement evidence.

Plutarch of Chaeronea's oeuvre is one of the most representative examples of cultural alterity as to pirate identity-building during the early empire. Besides being a very important historical source, the polymath's profound knowledge of Greek and Roman culture enabled him to write a series of works devoted to glossing and extolling the major figures and events of both worlds, but always from the moralistic, didactic, and personal perspective of a Greek living under Roman domination.

The treatment of piracy by diverse authors differs greatly depending on the social consideration of those involved, the socioeconomic repercussions, and the magnitude of the problem at each moment. In the time of Plutarch, there were still echoes of the unceasing attacks on merchant ships and the abduction of people by Lycian, Pamphylian, Cilician, and Cretan pirates, Pompey's war against the pirates, the sea blockades, the fratricidal conflicts during the final years of the Republic, and so forth. In his oeuvre, describing these fundamental events, it is possible to determine his stance on them, as well as that of the contemporary society to which he was catering.

Thus, a detailed analysis of the texts that have come down to us enables deeper insight into the broad and, in recent years, very much in vogue pirate world in Antiquity. Although this would ideally call for a systematic study of his oeuvre, especially his Lives of Pompey, Caesar, Sertorius, and Lucullus in which the pirate theme is particularly prominent, owing to restrictions of space it is limited here to the most important fragments of the Moralia, analysing them systematically following the order of the books and traditional pagination.

In ancient Egyptian mythology, the god Ra wept, the tears flowed from his eyes fell to the ground and turned into bees. The Bees made their hive and worked with the flowers of each planet to produce honey and wax. So too did the honey and wax. Bees came out of Ra's tears. The inscription from an ancient Egyptian papyrus tells us how the Egyptians believed that the tears generated by the weeping of the sun god Ra turned into bees as they hit the earth and how honey and wax were then associated with tears of god.

The city of Taposiris-Magna (Abusir) enjoys a distinct geographical location 45km west of Alexandria, on the northwestern shore of Lake Mariout. It was known in ancient writings as Taposiris or Taphosiris, which refers to its association with the Egyptian god Osiris. It witnessed a human settlement, most notably during the Greek and Roman eras and continued till the 7th century AD. It includes many important ancient monuments, such as the temple, tower, tombs, baths, quarries and other monuments. It received tremendous attention throughout the ages and was mentioned in many ancient historical sources, for example, Greek Manuscripts and Papyri, as well as in the writings of ancient writers, historians, geographers, and others. During the nineteenth century, restoration work on the site began and continues until now. The main objectives of the research are to trace and study the city's historical background and survey the works of archaeological excavations and restoration on that site. The methodology is based on an analytical study of the city's ancient archive through the chronological events from oldest to latest.

The technological basis of long-distance voyaging in prehistoric Oceania is hardly more settled today than it was in the eighteenth century, mainly because material remains are exceedingly scarce, traditional evidence is disputed, and opinions are divided over the assumptions and results of modeling and experimental sailing. The prevailing view is that sailing technology, in particular Oceanic spritsails and lateens, had origins in Oceania that were largely independent of early developments in Eurasia. Conversely, a review of historical observations and opinions indicates that Asian square sails, and a double spritsail derived from them, were most probably the rigs of early Paci c migration voyaging and that Oceanic lateen sails had later Indian Ocean and Eurasian origins. The Oceanic spritsail can be derived, hypothetically at least, by culture contact in the central Paci c. The Andean sail, however, does not appear to have Oceanic antecedents. A hybrid model of technological origins in the Paci c is preferred.

Understanding hominin expansions requires the comprehension of movement processes at different scales. In many models of hominin expansion these processes are viewed as being determined by large-scale effects, such as changes in climate and vegetation spanning continents and thousands or even millions of years. However, these large-scale patterns of expansions also need to be considered as possibly resulting from the accumulation of small-scale decisions of individual hominins. Moving on a continental scale may for instance involve crossing a water barrier. We present a generalized agent-based model for simulating the crossing of a water barrier where the agents represent the hominin individuals. The model can be configured to represent a variety of movement modes across water. Here, we compare four different behavioral scenarios in conjunction with a set of water barrier configurations, in which agents move in water by either paddling, drifting, swimming or rafting. We introduce th...

Wann hat Globalisierung begonnen? Die Beschreibungen von Sebastian Conrad, Christopher Bayly, Jerry Bentley und Shalini Randeria werden in dieser Hausarbeit einer Diskursanalyse unterzogen, bevor das Bild einer "indoozeanischen Globalisierung" der Vormoderne entworfen wird. Aus der Diskussion wird die Unschärfe und die eurozentrische Eingenommenheit des Globalisierungsbegriffes in der Geschichtsschreibung deutlich.

13 archaeological samples, dated from the Middle Uruk period (c.3500 BC) to the Late Bronze age (c.1280 BC), were analyzed by geochemical techniques in order to identify bitumen and to attempt to find its origin. Extracts do show that the samples are characteristic archaeological bitumens. Bitumens of Tell Brak were compared to some other archaeological asphalts, to crude oils and natural asphalts. Utilization of carbon isotopes on asphaltenes and biomarkers namely steranes and terpanes allowed us to identify two main areas of bitumen supply, Hit on one side along the Euphrate river, northern Iraq on the other side.

Ethnographic data represent a particularly interesting factor of comparative analysis in ancient navigation studies and, in a more general sense, for the culture of seafaring peoples, especially about rituals and beliefs of sailors and fishermen. A critical reading is necessary, since some aspects of nautical ethnography present themselves as true living fossils, i.e. as technical and practical solutions directly derived from antiquity, while others have undergone forms of substantial evolution over time, with contributions and transformations referable to different chronologies and contexts. Furthermore, we must always bear in mind the fact that the imperatives due to the marine environment have determined essential responses to essential needs, which may reappear in similar forms in time and space, without any direct relationship between them, at least as long as man has tackled the sea without engine, that is, until the demise of the sail. By means of four real examples, this article considers both the properly nautical aspect, linked to two systems used to cope with storms, and that linked to the symbolic elements through which the feelings of seafarers towards their boats were expressed,

What constraints and conditions are conducive to the innovation of more advanced watercraft technology? This paper explores this question by modeling ancient voyages in the Channel Island region of southern California. The Chumash and Tongva cultures of this region invented an advanced form of boat, the sewn plank canoe, around 500 CE. This new technology led to a rapid increase in maritime travel and transformed the maritime political economy of the region. In this paper we use agent-based ocean voyage modeling to examine the capacities of a range of indigenous boat types to travel important routes in the Channel Region at different times of the year. Our results indicate that while several different boat types would have been conducive for voyaging from the mainland coast to adjacent islands such as Limuw (Santa Cruz) and Pimu (Catalina), voyages to outlying islands, including Tuqan (San Miguel) and especially Haraasnga (San Nicolas), would have been difficult for much of the year in dugout or reed boats. We argue that early mariners plying these routes would have been under strong pressure to innovate faster and more seaworthy craft, possibly leading to the eventual development of the sewn plank canoe.