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.

Publishers digital clusterproject "digitising patterns of power (dpp): peripherical mountains in the medieval World" (austrian academy of Sciences) Long-term project "tabula imperii Byzantini (tiB)" (austrian academy of Sciences) akademska knjiga, novi Sad

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.

In the Early Middle Ages, the contraction of long-established (Roman) Mediterranean trades and their displacement towards Northern Europe led to the progressive downsizing of Italian seaports and to the development of river and lagoonal ones for more localized trade. Whereas Roman trade had fostered large commercial boats and ports had harbored onerariae ships, early medieval ports were reached/navigated by much smaller boats.
The decline of Roman building techniques, the spread of North-European ones, and the lack of economic and technological resources led to the loss of use of opus caementicium and to the preference for employing timber-piered structures resting on poles.
The early medieval wooden docks were built in a simple way, the trilithic system. Here square joists stood on supporting poles and sustained the floorboards made of planks. However, some masonry docks were still built with the Vitruvian system, known in a medieval code of Lucca.
The timber elements were tied each other in different ways. Usually were used joints and pegs but also some ropes.
Close-set vertical poles used for land reclamation or to strengthen river banks were quite common.
Isolated vertical poles of different sizes allowed the mooring of vessels, regulated their traffic or were part of lifting structures known as caprae in medieval sources.
I’m going to analyze the most important North European and Italian sites. As in Roman times, the lagoonal ports were especially appreciated, as shown by the excavations of Classe and Comacchio. Some institutions such as monasteries could also exploit waterways and river trade in the early Middle Ages. Recent excavations at the site of San Vincenzo al Volturno give a fascinating insight into technology, scale and logistics in the construction and use of wooden riverside facilities.

In 2014-2016 the remote examination of the sea bottom part of the Kerch bridge route was held on the area of over 400 hectares and more than 7,000 magnetic and acoustic targets were identified. The most interesting archaeological site identified is a large cluster of ceramics at the Ak-Burun Cape. In 2015 within the boundaries of that area 1200 square meters were excavated with over 20,000 findings extracted.

EN: The exhibition aimed at creating a visual impression of the main port towns of Gujarat throughout ages. It presented for the first time in India maps, engravings and other archival documents conserved at the Bibliothèque Nationale de France, Paris and at other European institutions (mainly the British Library, London).
FR: Visant à créer une impression visuelle des principales cités portuaires gujaraties à travers l'histoire, l'exposition a présenté pour la première fois en Inde des cartes, des gravures et d’autres documents d'archives conservés à la Bibliothèque Nationale de France et au sein d'autres institutions européennes (notamment la British Library à Londres).

This periodical began publication in 1935. Two fascicles are issued each year, which contain articles, shorter notes and book reviews about the Christian East, that is, whatever concerns the theology, history, patrology, liturgy, archaeology and canon law of the Christian East, or whatever is closely connected therewith. The annual contribution is € 46,00 in Italy, and € 58,00 or USD 76,00 outside Italy. The entire series is still in print and can be supplied on demand. Subscription should be paid by a check made to Pontificio Istituto Orientale or a deposit to ccp. 34269001.

ABSTRACT: The following 83 questions follow the documentary (no.7), National Geographic, Quest for the Phoenicians (55 minutes). It is a good documentary detailing diverse aspects of the heritage and achievements of the Phoenicians: WEB LINK: https://www.youtube.com/watch?v=uBObLQZdeq8.  The question sheet aids in furnishing a summary of the documentary's coverage and sequence of specific topics. The documentary introduces the Phoenicians' Canaanite background, geographic dispersal and trading network, and legacy via mostly hostile and biased Greek and Roman accounts.  The film's focus includes and interweaves (1) R. Ballard's past-current maritime investigation of known and sought after Phoenician shipwrecks (e.g., SW coast of the southern Levant; the Malta-Carthage trade route), (2) two geneticists' --(i.e., Pierre Zalloua and Spencer Wells)-- study of modern DNA from residents in modern Carthage, Tyre, and elsewhere (in comparison to samples from a tooth from a Phoenician royal burial of King Tabnit), (3) Paco Giles' excavations of a Phoenician cultic deposit in Gorham's Cave at Gibraltar, (4) Claude Dumet Sirhal's five seasons of excavations of a Phoenician cemetery and other Canaanite remains at Sidon, and (5) a Lebanese ship builders's reconstruction and sailing of a replica Phoenician ship. The documentary incorporates various discussions by other specialists, Larry Stager, Glenn Markoe, and Ian Morris, plus coverage of the biblical traditions regarding the Phoenicians, Herodotus' references to Phoenician voyages, the sites of Carthage and the Temple of Eshmun, and other aspects about Phoenician ships, navigation, trade, and rivalries with Rome.

The project »Harbours in the North Atlantic AD 800-1300« (HaNoA) focuses on harbours and landing sites in areas
settled by the Norse across the North Atlantic. The harbours that are investigated within this project mostly provided
natural protection and had little or no permanent harbour infrastructure. Traditional archaeological methods therefore
fall short in identifying and analyzing these sites. To understand what the Norse harbours may have looked like and
how they were used, we need to follow an interdisciplinary approach.
One approach that is taken by the HaNoA project is to analyze the suitability of potential harbours and landing sites
based on wind fetch. The fetch method, which is introduced in this paper, is designed as a simple tool to assess the
quality of harbours and landing sites on both a regional and local scale. One of the goals of the project is to refine and
consolidate the fetch method and show its potential for other projects.
Along with wind speed and wind direction, fetch – i. e. the distance the wind travels in a certain direction over open
water – is one of the main determinants of wave height. Unlike wind conditions, the fetch does not change much
over time (although major shifts of the coastline do have an effect on the fetch). By measuring the fetch in multiple
directions and combining the fetch calculations with long-term wind statistics, we can tell which areas along a coastline
offer best protection from the wind and thus from wave action.
In this paper we present both a point (vector)-based and a raster-based method to calculate fetch. Both are performed
in a Geographical Information System (GIS) but the point-based method can also be applied manually on analogue
maps. While the vector method allows for a detailed analysis and comparison of selected points, the raster-method
can be used for an extensive evaluation of an entire water body and the surrounding coasts.
The use of the fetch method is demonstrated for Veøy, an island in the Romsdalsfjord in the north-western part of
Norway, which hosted a thriving settlement between 1000 and 1400 AD. Three inlets on the northern side of Veøy
provided access to the medieval settlement area and presented good natural harbours. The fetch analyses reveal significant
differences in the wind and wave climate in the various bays on Veøy. Comparison of the fetch-calculations with
the location of known and convincingly dated harbour remains confirm the potential of the fetch method to identify
favorable or unfavorable harbours and landing sites on different scales.

The founding of the New Paphos harbour at the end of the 4th c. BC and its description by the author of the Stadiasmus has been widely discussed. Most of the researchers agree on its location in the south part of the ancient city, under the present port of Paphos. Recent observations made by the author outside the northwest gate of the city walls suggest that the harbour was completed by other harbour installations in this sector of the Hellenistic city, in front of the west rampart. They may have been careenage  docks intended to maintain or fit out the military fleet. Some of the fortified harbour installations may have been undertaken during the 2nd c. BC when Paphos became the seat of the Lagide strategos or after 145 BC when the Ptolemaic fleet was gathered in Cyprus.they seem to have been used until the end of the Hellenistic period. The decision to suppress them under a thick rubble fill while proceeding to reconstruct the south harbour may have been due to their gradual silting by sediment deposits, and, especially, the effects of one of the late 1st c. BC earthquakes. From then on, these docks served as a ditch in front of the reconstructed walls with its new towers at the beginning of the Empire.

The city of Schleswig is located at the inner end of the Schlei fjord, where the smallest part of the Jutland peninsula between the North Sea and the Baltic Sea is situated. Due to this favorable topographical situation, large amounts of the goods that have been transferred between these regions as well as the European continent and Scandinavia ran via this spot for over a half millennium. The extensive interaction can be traced back to the early Viking-age, when the well-known emporium of Hedeby was established. During the course of 11th century Schleswig succeeds Hedeby and takes over several functions of the old center – foremost the one as an important trading place. For instance as early as in 1086 Schleswig is mentioned as a “port” and “highly frequented place” where ships leave continuously to several destinations.
Due to the project "Between Vikings and the Hanseatic League - continuity and change of the major trading hub Hedeby/Schleswig in the 11th century" financed by the VW-Foundation between 2012 and 2015, the transition process and the formation of Schleswig have recently moved into the focus of new investigations. As a part of the project, my PhD dealt with the analysis of a number of old excavations from the 1070ies and 80ies, whose features have always been connected with the port of Schleswig. Due to very good preservation conditions for organic material those excavations uncovered large numbers of wooden structures which have been well documented. Using a geographical information system (GIS) and database programs, these structures have been systematically recorded digitally and analyzed in a whole for the first time. They draw an image of a complex and rapidly developing waterfront in the transition from Late Viking Age to the High Middle Ages. Within a time span of just 25 years, a large part of the shore of the old town peninsula as well as the neighboring shallow waters have been systematically occupied. Starting in the 1070ies with a plot layout and a connecting road infrastructure, the building activities quickly reached out into the Schlei fjord where large dams were erected in alignment to the plots. Afterwards both plots and dams where covered by buildings and other structures. While the major initiative behind these actions must be traced back to a high-ranked authority, most structures have been established individually by different actors. Furthermore a couple of specific artifact types proof the engagement of those people in the long distance trade. With the construction of plots and dams they created themselves properties and an efficient infrastructure on an advantageous spot for commercial transactions. The structures provided easy and secure access to the Schlei fjord and therefore to trading vessels, but were also favorable for foreign merchants who were according to contemporary sources hosted by the inhabitants. In addition to that, empty spaces that functioned as public marketplaces have been established. Up to 1100 the dams were extended frequently until large parts of the shallow water in front of the city were occupied. Compared to other medieval ports in northern Europe this development is of an outstanding intensity and rapidness.
The topography and expansion of the Schleswig waterfront is most notably to be understood against the background of the emerging professional merchant seafaring since 1000 which accompanies with increasing amounts of cargo, larger seagoing trading vessels and the consolidation of trade networks. Thereby the recent investigations on the Schleswig waterfront provide detailed information on the specific infrastructure of a high medieval city whose economic power relied to large amounts on its far-ranging connections.

Studies of ancient urban culture did pay little attention to harbour cities so far. This is astonishing, since several of the most prominent ancient urban centers such as Miletos, Carthage, Alexandria or Ephesos were harbour cities as well as numberless other places which shaped our image of the ancient mediterranean city. Against this background, the article provides a brief introduction to the current state of urbanistic harbour studies followed by the discussion of some major questions regarding the urban design of selected harbor cities from Asia minor. By this means, perspectives of future research can be drawn. It becomes clear that the seaward orientation in urban design is also manifest in case of cities which have an economically powerful hinterland at their disposal. Therefore urbanistic harbor studies promise new insights in the perception of the natural environment and the expression of preferences towards land or sea, which does not only depend on pragmatic reasons, but also on social and cultural aspects.

Η μελέτη των λιμανιών και άλλων παράκτιων υποδομών, ειδικότερα σε σχέση με την Ιστορία του Περιβάλλοντος, εξακολουθεί να αποτελεί ένα ιδιαίτερα ανεξερεύνητο πεδίο στην Αρχαιολογία. Η αντανάκλαση αυτής της αλληλεπίδρασης, είναι ιδιαίτερα εμφανής σε Λεκάνες Απορροής ποταμών, οι οποίες διαθέτουν ένα πλούσιο και πυκνό δίκτυο υποδομών που αντιπροσωπεύουν, τόσο ένα ευρύ φάσμα τύπων λιμενικών κατασκευών και λειτουργικών εγκαταστάσεων, όσο και την απεικόνιση της ιστορικής τους εξέλιξης. Οι συγκεκριμένες παραθαλάσσιες εγκαταστάσεις καταλήγουν σε συμπεράσματα όσον αφορά την διαχρονική σχέση μεταξύ θαλάσσιων διαδρομών και βιομηχανικών-γεωργικών εγκαταστάσεων της ενδοχώρας από τους Αρχαϊκούς έως τους Βυζαντινούς χρόνους. Το ποτάμι, επομένως και η εκβολή του στην θάλασσα έπαιξε σημαντικό ρόλο για την τοπική και διεθνή εμπορική επικοινωνία, λειτουργώντας τόσο ως κρίσιμος ενδιάμεσος σταθμός, όσο και ως στρατηγική περιοχή-κλειδί. Εκ πρώτης όψεως η ιστορία και η ανάπτυξη των ποταμίσιων οικισμών φαίνεται γραμμική, όμως η σύνδεση της ενδοχώρας με το θαλάσσιο δίκτυο είναι πιο περίπλοκη, λόγω της σταδιακής προσάμμωσης των ποταμών. Από τις σημαντικότερες περιοχές, οι οποίες προφανώς αντιπροσωπεύουν τις αλληλεπιδράσεις των λιμανιών σε έναν κόμβο ποταμών από την Προϊστορία έως τον Ύστερο Μεσαίωνα, αποτελούν ο κόλπος του Βόλου και το Δέλτα του Πηνειού ποταμού. Επομένως, έχοντας ως μοντέλο τις ιστορικές και αρχαιολογικές έρευνες για την εξέλιξη των ανθρώπινων δραστηριοτήτων στις παραπάνω περιοχές, η ομιλία έχει ως σκοπό να παρουσιάσει την εξέλιξη των διάφορων λιμενικών εγκαταστάσεων με βάση την ανθρώπινη δραστηριότητα στις Λεκάνες Απορροής των ποταμών με στόχο τον ιστορικό ανασχηματισμό των ακτογραμμών και των παραθαλάσσιων οικισμών σε σχέση με τα ποτάμια της Κεντρικής Ελλάδος. Συνεπώς, η παρουσίαση αποσκοπεί σε μία πλήρη κατανόηση της χρήσης ποταμών, τόσο για την ανάπτυξη λιμένων, όσο και για μεγαλύτερη εμβάθυνση και αντίληψη των οικονομικών αλλαγών που παρατηρούνται διαχρονικά σε σχέση με τις θαλάσσιες διαδρομές στο Αιγαίο.

This thesis focuses on the site of Vada Volaterrana in modern day Tuscany in the context of its Mediterranean connectivity. In this study, Mediterranean connectivity in the ancient Roman world addresses how harbor sites interacted with their hinterlands and other coastal sites. To analyze Vada Volaterrana's place within the Roman world I compare it to other harbor sites, large and small, through a diachronic approach that addresses technological advancements and economic prosperity. Though it is a smaller harbor complex, larger sites are used for comparison to juxtapose the differences between urban and rural settlements and their roles within the Roman world. It also highlights the discrepancy between our knowledge of small and large port systems. Vada Volaterrana is an example of a small harbor complex that served the needs of its hinterlands. I propose that Vada is an example of the norm in the ancient Roman world. Harbors were small to moderate in size and accommodated similarly sized vessels. Despite this, Vada Volaterrana shares technological and economic trends with other Roman sites which reflects the idea that harbors were centers of culture and trade. By sharing this study, I hope to inspire an interest in Mediterranean connectivity leading to studies regarding the functionality of smaller Roman harbor sites.

Pelabuhan Silo merupakan salah satu pelabuhan di wilayah Berau, Kalimantan Timur. Pelabuhan ini dibuka setelah perusahaan NV SMP (Steenkolen Maatscappij Parapatan) membuka usaha pertambangan batu bara di wilayah Teluk Bayur. Pelabuhan ini penting karena sebagai salah satu pendukung untuk kegiatan pengiriman hasil potensi tambang batu bara yang ada di sana.

Sejarah Pelabuhan Silo di Teluk Bayur Berau (1912-1957). Available from: https://www.researchgate.net/publication/306397604_Sejarah_Pelabuhan_Silo_di_Teluk_Bayur_Berau_1912-1957 [accessed Sep 28, 2017].

Nel lavoro si analizza l'evoluzione geografica e storica dell'area del Capo Mannu (San Vero Milis) sulla costa occidentale della Sardegna. L'analisi fa emergere il ruolo che a partire dal neolitico recente hanno svolto le saline naturali di Sa Salina manna e lo scalo portuale situato nella Cala di Su Pallosu che si propone di identificare con il Korakodes Portus delle fonti classiche.

את מיטב כישרונותיו, אוצרותיו ויכולותיו השקיע המלך הורדוס בקיסריה, העיר שנבנתה מהיסוד, ובעיקר בנמל המרשים שלה שנבנה — לראשונה בעידן הרומי — ללא מפרץ טבעי. התוצאה הייתה עיר רומית מפוארת ששימשה שער כניסה ייצוגי לממלכת הורדוס. חורבנו של הנמל כמאה שנה לאחר שנבנה מעורר שאלות רבות

For a long time, marketplaces were an underrepresented field of research in medieval archaeology. Numerous urban excavations and re-evaluations of evidence from older excavations, however, have significantly increased our level of knowledge over the last three decades. This paper summarises the main findings and uses historical
sources to outline the development of medieval markets. Particular focus is laid on the trading space of ports, which underwent their own development due to the specific conditions of merchant seafaring. This progress can now be understood in a more differentiated way for the first time. Beside markets and other places of trade, backgrounds and actors involved are discussed.
The development of the marketplaces is presented chronologically in three time periods. For the Early Middle Ages, a brief overview over the sources of the Carolingian and Ottonian market policies come first accompanied by archaeological examples of early inland marketplaces. This is followed by the emporia and other trading ports in the North Sea and the Baltic, from which beach and harbour markets as well as other infrastructure are known. The professionalism and mechanisms of early medieval trade are also discussed.
While in the High Middle Ages the number of inland marketplaces increased continuously, an commercial optimisation can be registered at the waterfronts, which is strongly linked to the professionalisation of merchant seafaring. On the one hand, public harbour markets were established in the ports, while on the other hand, private
and individually developed commercial properties appeared. From the late 12th century onwards, we can discern both a change and a diversification. The harbours lost their market function, while long-distance trade shifted to the houses of the merchants inside the town. Furthermore, central marketplaces were established to ensure the supply of the local population. At the same time, the inner-city markets became more diverse, which is expressed by the construction of warehouses, booths and other structures.

N. Carayon, “The impact of Honor Frost on Phoenician port studies in the Levant”, Under the Mediterranean: 100 years on… The Honor Frost Foundation conference of ‘Mediterranean Maritime Archaeology’ to commemorate the Anniversary of the Centenary of Honor Frost’s Birth on the island of Cyprus. (27 October 1917) Nicosia, 20-24 October 2017

From the 60s onwards, Honor Frost wrote a series of paper focused on underwater archaeology in the Levant. Obviously, she had to deal with famous Phoenicians city ports as Tyre, Sidon, Byblos and Arwad. She explored the sea bottom and analysed submerged harbour infrastructures. As well, she related underwater remains of ancient ports with emerged structures in order to understand the relationship between the land and the sea. This double approach allowed her to raise the fundamental issues of relative sea-level changes and maritime palaeo-landscape thirty years before the development of harbour geoarchaeology. As a pioneer, the tools nowadays almost systematically used were not yet available but she performed a real interdisciplinary approach which remains the methodological approach used in recent or current projects about ancient ports in the Levant and beyond. This paper aims to replace her impact on Phoenicians ports studies within the historiographical context of harbour geoarchaeology and to focus on the relevance of the questions she raised.

Ginalis, A. and Athanasoula, M. 2018. Οι παραθαλάσσιες υποδομές της Ρωμαϊκής και Βυζαντινής Σκιάθου. In Ταμείο Αρχαιολογικών Πόρων & Απαλλοτριώσεων (ed.), Proceedings of the International Symposium “Βουτιά στα περασμένα” (6th March, 2015). Athens.

La difesa dell'isola, le città capitali, la celebrazione della monarchia 17 A cura di stefano Piazza | LA SICILIA DEI VICERé NELL'ETà DEGLI ASBURGO (1516-1700) € 22,00 Edizioni Caracol Frammenti di Storia e Architettura -D (Documenti) Collana diretta da Marco Rosario Nobile Comitato scientifico della collana: Questo volume è stato realizzato con fondi del Dottorato di ricerca in "Storia dell'architettura e conservazione dei beni architettonici" e dell'ex quota 60% 2007, del «Es don Garcia, qu'en effuerço y arte Sera Neptuno, en mar, y en tierra Marte». (J. JIMÉNEZ DE URREA, La primera parte de Orlando Furioso..., Anvers 1558, Canto XXXIIII) Don Garcia (1514-1578) nacque da Pedro Álvarez de Toledo y Zúñiga (1484-1553), poi viceré di Napoli, e da donna Maria Osorio e Pimentel (1498-1539), marchesa di Villafranca del Bierzo [fig. 1].

Les recherches récentes sur la fiscalité antique s’intéressent de plus en plus et avec raison à l’étude du vocabulaire et des catégories anciennes. Cet article s’intéresse à la catégorie des droits portuaires nommée ellimenion dans les sources, une catégorie dont l’interprétation est encore débattue. Nous nous proposons de discuter l’hypothèse de V. Chankowski (2007) selon laquelle le terme ellimenion au singulier désignerait les seuls droits d’usage du port, excluant systématiquement les droits de douane. En effet, cette hypothèse nous apparaît trop rigide. L’article est l’occasion de détailler l’ensemble des témoignages concernant le terme ellimenion.

Working on vocabulary and ancient categories is a recent and a welcome tendency in the work of scholars dealing with ancient tax system. In this paper, I am examining the category of the harbour duties called the ellimenion and its meaning, which is still an object of debate. I am discussing especially the hypothesis of Veronique Chankowski (2007) arguing that the term ellimenion in the singular refers only to the user fees of the port, excluding the customs duties. This hypothesis appears too rigid to my mind. This paper provides a detailed analysis of all the testimonies referring to the ellimenion.

I present a synopsis of a reconstruction of water transport infrastructure below the Giza Pyramids Plateau in the 4th Dynasty (c. 2500 MB) based on evidence from contours in the floodplain as of 1977, core drillings and trenches for the late 1980s AMBRIC project to install a waste water system, and subsequent excavations to make foundations for modern buildings. 4th Dynasty structures exposed by these interventions provide benchmarks for the level of the ancient floodplain (c. 12.00-12.5 m asl) and boundaries for waterways and basins. This study reverses the conclusion reached in the article, "Capital Zone Walkabout, Spot Heights on the Third Millennium Landscape," to the effect that waterways and basins filled with Nile water could not have reached the pyramid valley temples nor the base of the plateau. In 2009 the AERA team found the northern end of an artificial basin directly east of the Khentkawes Town and northeast of the Menkaure Valley Temple, with its bottom at least as low as the predictions for the level of the 4th Dynasty flood plain. In a consilience of discovery, German colleagues found an artificial basin east of the so-called Valley Temple of the Bent Pyramid at south Dahshur, about 1 km up the wadi from the floodplain. The evidence for the water transport infrastructure at Giza as here reconstructed will appear in more detail in a forthcoming article, "Lake Khufu, On the Waterfront at Giza: Modeling Water Transport Infrastructure at 4th Dynasty Giza.” In, Profane Landscapes, Sacred Spaces, M. Bárta and J. Janák, eds.,  (Sheffield: Equinox). Modeling in three dimensions with actual values above sea level allows us to visualize floodplain infrastructure during low Nile (c. 7 m all) and during the annual flood plenitude (13.5-14 m asl).

L'analisi delle lucerne provenienti dai contesti della IV fase 1 presenta notevoli motivi di interesse e di rilievo. I 57 esemplari recuperati, di cui molti in buono stato di conservazione, sono riferibili ad un ambito cronologico assai circoscritto e ben individuabile: bolli e tipi sono infatti riconducibili, tranne poche eccezioni, a fabbriche operanti tra Roma e Ostia nel periodo compreso tra la tarda età antonina e l'età severiana 2

Recent evidence from Kottapatnam, a coastal site on the east suggests early contacts and trade between south India and southeast Asia starting from the first millennium BC.  The site has yielded stamped ware, celedon ware and other exotic wares.  A 15th century Chinese coin was also found.

David Blackman and Boris Rankov published Shipsheds of the Ancient Mediterranean in 2013. This publication, based on the results of the research project “Shipsheds in the Ancient Mediterranean,” contains an extremely problematic study of the architecture and topography of the shipsheds in the Piraeus conducted by Rankov that is supplemented by architectural reconstructions by Jari Pakkanen. This is my evaluation of their study including an answer to their criticism of our research – please read it and judge for yourself (Chapter 6.4, pp. 155–173). I have also included Chapter 6.1–6.3 on the relative sea-level change and the positions of slipways and shipsheds at Zea and Mounichia Harbours (see pp. 147–155), since this data is important for the arguments presented in Chapter 6.4. The relevant figures and plates are included.

Hội An was formally established as the Nguyễn Lord’s foreign trading port in the late sixteenth century. It was a major entrepôt in the East Asian trade network in the seventeenth and eighteenth centuries, attracting Japanese, Chinese, and European traders. It has been the subject of numerous historical studies which have emphasized the cosmopolitanism inherent in an international port. Archaeological investigation followed Hội An’s inscription on the UNESCO World Heritage List in 1999. These have focused on the influence of the Japanese and Chinese communities on the architecture of the town. This thesis builds upon these previous works to understand how the port and the town evolved during these two centuries.

This research employs a maritime cultural landscape approach to highlight the role of trade in the development of Hội An. Trade was the primary economic activity of the town, as such Hội An grew so as to always facilitate it. In addition, trade attracted various foreign communities who influenced the port through their traditions and their interactions with each other. The maritime cultural landscape approach helps understand this dual impact on Hội An. This thesis has thus established a timeline for the development of Hội An based on the interactions of Japanese, Chinese, and European traders in the seventeenth and eighteenth centuries.

Version mise à jour en février 2022 : peu après la publication de cet article nous avons modifié le classement et chronologie de la pièce de monnaie de l'épave Monaco A (p. 184). La datation de l’émission entre 186 et 189 ap. J.- C. ne contredit, plutôt renforce la chronologie de la construction du navire.