Itinerary

Ci sono dei momenti in cui non dubitiamo della importanza della parrocchia e neppure del suo valore missionario. Nelle grandi celebrazioni liturgiche, nei riti di passaggio, anche tradizionali, della Prima Eucaristia e delle Cresime, nelle feste patronali e anche nei momenti tragici della comunità, si avverte che la parrocchia riesce a realizzare bene il suo compito. E lo svolge nel modo che solo lei può fare: nella prospettiva della socialità, della universalità, della espressione culturale di popolo.
Di questo successo è artefice soprattutto la catechesi. Essa convoca, raduna, annuncia, emoziona, prepara, umanizza, fa interiorizzare gli elementi principali della vita cristiana che la liturgia, poi, simboleggia e ritualizza. La catechesi incontra genitori, battezzati che si sono allontanati, coloro che sentono il desiderio di ritornare e ricominciare e soprattutto le nuove generazioni. È la catechesi la base delle relazioni personali che costruiscono la vita parrocchiale e danno umanità anche ai momenti liturgici e sacramentali. Senza la catechesi la vita parrocchiale sarebbe solo ritualità. Desideriamo potenziare la catechesi e non impoverirla

L. Meddi, Il cammino di fede. Riorganizzare la catechesi parrocchiale, Elledici, Torino 2016

Travel was a crucial element of ancient Egyptian culture. An extensive traffic system by land and by water already existed as early as the Old Kingdom, including various means of transport that did not fundamentally change right through to the New Kingdom. Traveling activity attested for various professions demonstrates that Egyptian society exercised a high degree of mobility. In the majority of cases, a journey was undertaken within the scope of the traveler’s work and on behalf of the pharaoh. Travel had a significant impact on the Egyptian world-view as well as on the development of the
identity of Egyptian society as an entity.

W niniejszym artykule autor chciałby przedstawić funkcjonowanie tzw. korespondencji pośpiesznej w państwie krzyżackim w I połowie XV stulecia. Szczególnym obszarem zainteresowania są trasy, którymi poruszali się kurierzy pocztowi oraz czas transportu listów pomiędzy poszczególnymi ośrodkami.

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Στο βιβλίο, που εκδίδεται από τη Δημόσια Κεντρική Ιστορική Βιβλιοθήκη Χίου' Κοραής', δημοσιεύεται  το πρώτο μέρος από  ένα χειρόγραφο της Συλλογής Φιλίππου Αργέντη. To χειρόγραφο φέρει τον τίτλο '“Breve Discorso e Ipografia dell’ Isole del Archipelago Composto da Francesco Lupazzolo da Casale Monferato, habitante in Scio l’ anno 1632:15:xbre΄. Συντάκτης του είναι ο  Francesco Lupazzolo , κάτοικος Χίου και ως έτος σύνταξης δηλώνεται το 1632. Η μεταγραφή, η μετάφραση, η εκτενής εισαγωγή και τα σχόλια πραγματοποιήθηκαν από τον Νίκο Μερούση και τη Χριστίνα Μουσταντάμη.

This is the cumulative doctoral thesis of Dr. Daniel Zwick based on five peer-reviewed articles and a main part, which is monographic in character (although this thesis is not officially a monographic thesis). The doctoral project was based at the University of Kiel and took place in cooperation with the University of Southern Denmark (Syddansk Universitet) and the Viking Ship Museum in Roskilde (Vikingeskibsmuseet).

It examines the maritime organisation of predominantly Danes and Germans in the period of the Northern Crusades, which includes navigation and orientation, fleet organisation, but also shipbuilding and the establishment of a maritime trade network and other maritime-related infrastructure. While the chronological framework of this study is defined by a historical period - of the Northern Crusades - spanning four centuries, a great variety of historical and archaeological sources are addressed in the course of the investigation. This study starts with an examination of the natural physical landscape of the Baltic Sea in chapter 1 and how its populations adapted to geographical and climatic factors in the maritime sphere.

Chapter 2 examines the logistical links from the North Sea to the Baltic Sea, bypassing the Jutland peninsula, which opened up to a large-scale colonization and urbanisation movement and long-distance trade networks from western European, particularly from Danish and German places of origin in the wake of the Wendish, Baltic and Prussian crusades, starting in 1147. The foundation of Schleswig and Lübeck and the growing importance of the Ummelandfahrt are identified as paradigm shifts, which can be both corroborated by privileges on the one hand and ship-finds on the other hand. Early Bremen-type vessels seem to have played a particularly important role, and presently the overwhelming evidence points for a southern Jutlandic origin of this type. The great variances observed in the constructional characteristics strongly suggest a maritime organisation that was not bound to a singular local tradition, but can be most likely linked to long-distance trade networks of this time, which bounded merchants of different denominations together, such as the Gotlandic-Lübeckian gilda communis or the fraternities danicum in Cologne.

While the previous chapter was most focussed on the legal and environmental precondition as well as the driving forces – i.e. actors – behind the opening up of the Baltic Sea, chapter 3 also investigates maritime organisation, but its practical aspects, i.e. navigation, orientation and fleet organisation. A major focus of this chapter lies on the re-evaluation of a 13th-century itinerary – colloquially known as King Valdemar's Iitnerary – describing the sea route between the then Danish territories of Blekinge and Estonia, along the Swedish and Finnish coastline. By drawing analogies to similar sources which served the orientation and army and fleet logistics, a new interpretation can be suggested according to which the itinerary was meant as basis for calculating travel time and organising leding fleets. This chapter is first and foremost focussed on Danish maritime logistics to its Estonian enclaves.

This is compared and contrasted to an evaluation of actual 13th-century ship-finds in chapter 4 in the wider region associated with the Baltic Crusades, i.e. Riga (historical province of Livonia, today Latvia), the Matsalu Bay (Estonia), Kuggmaren (Sweden) and Egelskär (Finland), all of which – except the Riga 3 ship – are Bremen-type vessels too. In the concluding section, the question is raised whether Bremen-type vessels corrospond to the historical cog type, which was frequently mentioned in contemporary chronicles and source in connection with the crusades in general (as was deduced in paper E) and this region in particular.

In contrast to the preceding parts, chapter 5, is first and foremost focused on trade – i.e. Baltic timber trade – and examines the probable impact of the availability of high quality Baltic oak on western European shipbuilding. The Beluga Ship (paper C) is introduced as exemplary case study, from which contextual study (paper D) further research questions are derived, assessing the use of timber imports in the light of possible cost-benefit decisions.

Chapter 6 examines the local transport geography of a castle where lime was cut and distributed via ship. A nearby wreck's role within this context is analysed. In its conclusion, Chapter 6 takes a longue durée approach to make a hypothesis for Saaremaa's strategical importance, reaching back in time to the very beginning of the chronological framework of this study, i.e. the early attempts of the Danes to gain a foothold on Saaremaa in the Valdemarian period in the 12th and 13th centuries.

Units of distance and speed of travel in the second half of the sixteenth century

in the light of Blaise de Vigenère’s treatise The article is an analysis of transport routes published in La description du Royaume de Poloigne by Blaise de Vigenère (1573). The book was a manual, as it were, intended for Henri de Valois and his court heading for the Polish-Lithuanian Commonwealth. In addition to its chorographic aspect, it also contained an analysis of the Commonwealth’s political system, law and society. The descriptions of the main routes were very good, with the author presenting the roads leading from Paris and Vienna to Kraków, and then to Gdańsk and Vilnius, Polotsk, Orsha and as far as Moscow. On their basis I have been able to establish the difference in units of distance between the various countries (one lieues in France corresponded to 4.75 km, 5.1 km in the Moscow Empire, 7.5 km in the Polish-Lithuanian Commonwealth and 8.8 km in the German Empire). Blaise de Vigenère suggested to his reader the borders of states and provinces, which was to be an indication of a possibility of applying various measures of distance. Calculations demonstrates that miles in the Crown were slightly shorter than those in the Grand Duchy of Lithuania (7.3 to 7.69 km); the uniqueness of Polotsk is also evident — as a result of very complicated routes miles in the region were extremely short (about 5 km). The averaged mile length in the Polish-Lithuanian Commonwealth was 7.5 km. Blaise de Vigenère indicates that the speed of travel from Kraków to Paris should be 42.5 km/day. It was quicker to travel along the main route from Vilnius to Kraków (55 km/day). Barely half of this speed was achieved by carts laden with goods and by people travelling on foot (25 km/day). A skilful rider, changing horses along the way, without any cart or unnecessary load could achieve a much higher speed. Founded by Sigismund II Augustus in 1558, the postal service linking Kraków with Venice was to have reached the speed of 92.9 km/day. In reality it was able to cover only about 62 km/day. Journeys in large groups of carts, with extended transport columns, were much slower. The average speed achieved by the travelling court of Stephen Báthory was 30–35 km/day. Polish-Lithuanian armies (but not individual units) travelled even more slowly, at 7–27.5 km/day.

The paper deals with the repeatedly emphasized pre-eminence of waterways over land connections for movement from prehistory to early modern times. Much of the research assesses bodies of water as the main transport mode and therefore attaches great importance to them. Thus, even in the age of the itinerant kingship, the ruler preferred to travel by water. On the other hand, there are a number of views that estimate the importance of the overland routes to be higher, which are much more often to be found in written sources. Findings that were observed during the reconstruction of old roads in the area between the Thuringian Forest and the River Ohre and an evaluation of the itinerary of Ottonian rulers clearly show the preference for the overland routes. The evaluation of further written sources from the High and Late Middle Ages, however, points to an increased use of waterways up to the upper reaches for the Late Middle Ages and the beginning of the Early Modern Period. With some certainty, the massive increase in the demand for wood since that time led to the expansion of the rivers and, parallel to this, to the construction of artificial channels for rafting timber. At the same time, phrases in the written sources allow the conclusion that both forms of route were regarded as of equal importance in contemporary perception.

RESUMEN Dentro del universo de las denomina-das religiones minoritarias de Canarias, podemos encontrar hoy algunas de raíz africana llegadas en su mayoría a través de distintos procesos migratorios. Las religiones afrocubanas se han ido desa-rrollando en los últimos años en las islas, conectándose con el ámbito esotérico y asentándose en espacios tan variados como novedosos (tiendas, locales de ocio, páginas web en Inter-net, prensa, tv). El modo en que en la actualidad los saberes, símbolos y ob-jetos se mueven por el espacio físico y virtual resulta un tema fundamental. Asimismo, posibilita entrever las dis-tintas circunstancias en que algunos deciden tomar el camino de los cultos afrocubanos y hacerse santo para afron-tar las dificultades y dudas del viaje. Los altares ya no descansan y en la ABSTRACT Within the universe of the so-called minoritarian religions in the Canaries, we can now find some of them origi-nary from Africa, but mostly coming through the migration processes Afro-Cuban religions, have been developed in recent years in the islands, settling in areas as diverse as novel (shops, entertainment venues, internet websites, newspapers, tv). The way in which knowledge, symbols and objects move through physical and virtual space is a key issue. We can thus understand the different circumstances in which some choose to take the path of Afro-Cuban cults and become a saint in order to deal with the difficulties and uncertainties of their journeys. The altars are never at rest and integrity of the sacred and the profane, the converts inhabit.

Since the conquest of Goa in 1510 and Malacca the following year, the Portuguese began to establish a trade Empire in Asia. The high demand for Asian goods, such as spices, tea, silks, cottons, porcelains and other luxury items, combined with high profit rates associated with the trade, spark the interest of other European nations.
By the end of the 16th century Europeans began to acquire information on the routes to Asia and were willing to pay for any information on how to navigate safely to and through the East Indies. On route to China, the shoals on the coast of Vietnam were the most feared by pilots. And thus began a quest of placing, portrayal, naming and finally surveying of what became known as the Paracel Islands.

“CiTiEs (Ciudades: Tiempo + Espacio)” pretende generar un proyecto de innovación docente para la educación del patrimonio cultural de la ciudad, centrado en itinerarios didácticos para Madrid (2019-2020) y adaptado al alumnado de diversas titulaciones y asignaturas de la Universidad Complutense de Madrid.
Se describe el diseño de este proyecto, que está en proceso de implementación, justificando la necesidad del mismo y sus potenciales valores didácticos. De este modo, se establecen sus objetivos, principales líneas metodológicas y planificación del trabajo, añadiendo, finalmente, una previsión de resultados parcial.

“CiTiEs (Cities: Time + Space)” aims to generate a teaching innovation project for the education of the cultural heritage of the city, focused on educational itineraries for Madrid (2019-2020) and adapted to students of various degrees and subjects of the Universidad Complutense de Madrid.
The design of this project, which is being implemented, is described, justifying the need for it and its potential teaching values. In this way, its objectives, main methodological lines and work planning are established, adding, finally, a partial forecast of results.

This study is part of the valorisation of local mangoes and the endogenous perception of associated cultivation practices. This study was carried out between March and June 2020, in the Noun and Lékié Divisions, in eleven (11) villages with high potential for mango trees. The survey was carried out by administering questionnaires and by direct observations with 300 local mango producers. It appears that the majority of producers are married men (82.66%), over 50 (59.3%), primary (60%) for the Noun and secondary (59.3%) for the Lékié. The areas exploited are less than 1000 m2, located at the edge of their concessions. In both Divisions, the technical itinerary as recommended by the experts is not followed and the harvesting techniques practiced are inappropriate. They are done either by climbing, shaking the tree or using the hooks. The harvested fruits are poorly packaged and sold in the various containers. Anthracnose (Colletotrichum gloeosporiodes) and immature fruit drop are rampant in orchards. Eight local varieties have been identified. For a good production of local mangoes in Noun and Lékié it is important for producers to improve their capacity, to use grafted local varieties and to be trained in mango conservation techniques.

The Military Expedition of Krzysztof Radziwiłł „Perkūnas” to Livonia in the Winter of 1579

The article presents the Lithuanian expedition carried out in Livonia in the winter of 1579. On the basis of the itinerary [itinerarium] and iconographic and written
sources it has been established that three regiments were to act in a coordinated manner to conduct the military action against the Russian Empire. All the three regiments were to set off from Kieś [Wenden] and through different ways reach Dorpat [Tartu] occupied by the Russians. The whole expedition included about 200 cavalry soldiers and about 400 common infantry soldiers [Polish: drab] along with several light artillery and a numerous lager. Owing to the activities undertaken by the three regiments, destructions were much more extensive, more loot was acquired and military successes were more significant – the castle of Kierepeć was conquered. The activity of
three separate regiments confused the enemy and prevented them from undertaking the effective defence. The expedition was carried out from 16 February to 6 March, which also affected its outcome. The late winter provided the best conditions for the land communication, while the upcoming thaw made it impossible for the enemy to launch the counter-defence. It resulted in the safe return to Kieś and a lack of Moscovite units sent from Dorpat. To my way of thinking, the winter expedition of 1579 to Livonia was the best example of the manoeuvre art of the Polish-Lithuanian army in the 16th century.
The routes of two regiments (the left one and the central one) ran close to each other, while the third one (the right one) had a totally different route entering the Russian lands from the back. The right regiment was commanded by the Oberst [Colonel] of Courland Jürgen Buttler, who conquered the castle of Kierepeć [Kirempe].
The main unit was commanded by Krzysztof Radziwiłł nicknamed “Perkūnas”, who plundered the vicinities of Dorpat. The analysis of the itinerary of 1579 prepared by
Krzysztof Radziwiłł indicates that the mile recorded there corresponded to 8 kilometres. The average daily velocity of the expedition Kieś–Dorpat–Kieć amounted to 21.55 km, which corresponded to 2.7 miles. During the expedition the regiments covered from 250 to 310 km, which along with the return journey amounted to 500 km.

En 1859, l'imminent politicien et entrepreneur montréalais James Ferrier rentra d'un voyage familial en Orient avec une imposante collection d'artéfacts, aujourd'hui conservée par le musée Redpath de l'Université McGill à Montréal. Cette collection, composée d'environ 170 pièces provenant d'Égypte, reflète toute l'admiration historico-religieuse et l'intérêt scientifique que portaient J. Ferrier et ses contemporains pour l'antique civilisation pharaonique. Cette courte étude, qui s'intéresse principalement au matériel inscrit (fragments hiéroglyphiques et statuaires), apporte des résultats de recherche préliminaires et quelques réflexions quant au trajet de J. Ferrier en Égypte et aux modalités de collecte de certaines pièces. Résumé En 1859, l'imminent politicien et entrepreneur montréalais James Ferrier rentra d'un voyage familial en Orient avec une imposante collection d'artéfacts, aujourd'hui conservée par le musée Redpath de l'Université McGill à Montréal. Cette collection, composée d'environ 170 pièces provenant d'Égypte, reflète toute l'admiration historico-religieuse et l'intérêt scientifique que portaient J. Ferrier et ses contemporains pour l'antique civilisation pharaonique. Cette courte étude, qui s'intéresse principalement au matériel inscrit (fragments hiéroglyphiques et statuaires), apporte des résultats de recherche préliminaires et quelques réflexions quant au trajet de J. Ferrier en Égypte et aux modalités de collecte de certaines pièces. ___________________________________________________________________

Wege und Herrschaft hängen unmittelbar zusammen. Dies gilt ganz besonders für das mittelalterliche Reisekönigtum, dessen Grundlage eine funktionierende Verkehrsinfrastruktur war. Mit verschiedenen Methoden der Mediävistik, Archäologie und Historischen Geographie wird gefragt, wie Wege und Straßen genutzt wurden und welche Bedeutung sie für die Ausübung, Festigung und Erweiterung von Herrschaftsstrukturen hatten. Das hierfür erstmals rekonstruierte Wegenetz der Zeit um 1000 verortet eine Vielzahl von  Herrschaftsmittelpunkten einer zentralen Königslandschaft
im vormodernen Wegenetz und beleuchtet die darin zum Ausdruck kommende Raumerfassung. Es erlaubt darüber hinaus neue Erkenntnisse zur ottonischen Herrschafts- und zur mittelalterlichen Reisepraxis, zu Reisenden sowie Handels-, Heer- und Königsstraßen und stellt eine ottonische „Verkehrspolitik“ vor, auf der die mitteldeutsche Kulturlandschaft bis heute beruht.

Wege und Herrschaft hängen unmittelbar zusammen. Dies gilt ganz besonders für das mittelalterliche Reisekönigtum, dessen Grundlage eine funktionierende Verkehrsinfrastruktur war. Mit verschiedenen Methoden der Mediävistik, Archäologie und Historischen Geographie wird gefragt, wie Wege und Straßen genutzt wurden und welche Bedeutung sie für die Ausübung, Festigung und Erweiterung von Herrschaftsstrukturen hatten. Das hierfür erstmals rekonstruierte Wegenetz der Zeit um 1000 verortet eine Vielzahl von  Herrschaftsmittelpunkten einer zentralen Königslandschaft
im vormodernen Wegenetz und beleuchtet die darin zum Ausdruck kommende Raumerfassung. Es erlaubt darüber hinaus neue Erkenntnisse zur ottonischen Herrschafts- und zur mittelalterlichen Reisepraxis, zu Reisenden sowie Handels-, Heer- und Königsstraßen und stellt eine ottonische „Verkehrspolitik“ vor, auf der die mitteldeutsche Kulturlandschaft bis heute beruht.

Itineraries in the Middle Ages are usually composed for kings or other rulers. However, in the fifteenth century the time comes, when there is material enough to create an itinerary for a non-sovereign personality. Jan Filipec, bishop of Várad (Oradea) was one of the most significant politicians and diplomats of the Hungarian and Czech king Matthias Corvinus in the second half of his reign in Hungary. Since the late 1460s he was active in the chancery of Matthias and since the second half of the 1470s he became and instrumental diplomat in Corvinus’ service. Due to his activity, he was bound to travel all around Europe. The itinerary might show the speed of his travelling as well as the swiftness of moves when trying to solve difficult political or diplomatic tasks. Most importantly, he made a journey to Italy to fetch the new Hungarian queen Beatrix of Aragon and a journey to the king of France to fetch Sultan Djem. Apart from these demanding diplomatic journeys, he was quite active in central Europe solving the tasks in the Czech lands, Germany, Poland and obviously Hungary.

This small study examines the mobility of spiritual elites at the beginning of the High Middle Ages, using Thietmar of Merseburg as an example. In his chronicle, he names a large number of places of residence and dates, which make it possible to establish specific travel routes for certain periods of his life. From this, we can deduce a high degree of mobility on the part of the bishop and an area of activity that clearly extended beyond his diocese. Since he was frequently on the move, both officially and in his private life, he can be considered a representative of a highly mobile elite. This becomes particularly clear in comparison with Archbishops Tagino and Gero of Magdeburg, whose known places of residence were also examined and used for comparison. Here, too, a geographically very wide sphere of action becomes apparent.

The fundamental goal of the project presented in this document is related to the lack of academic attention that City Museums have had and the insipience of their resort to the World Wide Web: to present a proposal for a digital platform through the development of Public Art itineraries.
Its theoretical bases were formulated through an applied, quantitative, qualitative, exploratory, documental and bibliographical research. This work resulted in the improvement of the datasheets of touristic itineraries through the “Local History” and the “Economic Activities”. It also resulted in “Vintage Aveiro”, another website which aims to call people’s attention to the development of the city and has the potential to promote the preservation of the natural and cultural heritage through the awareness of the needs of its conservation.
The solutions presented in this project are scalable because they allow the creation of more itineraries and offer low cost of implementation because of the “Open Source” tools they use. This project shows that getting close to and communicating and interacting with their audience are pressing issues for the City Museums and in order to achieve these goals they must implement an effective and efficient online presence.

Keywords: City Museum, Public Art, Itinerary, Digital Platform

The article offers a concise topographical and archaeological examination of the sites between Derna and Cyrene that Claude Le Maire, French consul in Tripoli de Barbarie, mentions in a record about his travels in Cyrenaica (1705-6), reading the accounts of nineteenth-century travelers (esp. J.R. Pacho) and using recent studies, cartographic data from 1931-6 and updated satellite data.
The article explores Le Maire's units of measurement for distances (“lieues” and “heures de chemin”). It also focuses on two sites of uncertain name and location (Lais and Turte – or Tuste or Juste).
Finally, the article analyzes different potential routes through this area of Cyrenaica and the possibility that Le Maire's observations are related to different trips following partially diverse itineraries.


L’articolo propone una sintetica revisione topografica ed archeologica dei siti che Claude Le Maire, console francese a Tripoli de Barbarie, menziona tra Derna e Cirene nella memoria originale del viaggio effettuato in Cirenaica (1705-6), rileggendo i resoconti dei viaggiatori del XIX (in part. J.R. Pacho) e gli studi recenti, utilizzando altresì dati cartografici del 1931-6 e satellitari aggiornati.
Si affrontano le modalità di indicazione delle distanze usate da Le Maire (lieues e heures de chemin) e ci si sofferma in part. sui due siti di incerta denominazione ed ubicazione (Lais, e Turte – o Tuste o Juste).
Si analizzano in conclusione i diversi percorsi possibili di questo settore della Cirenaica, e la possibilità che le osservazioni di Le Maire siano relative diversi viaggi, in parte effettuati lungo itinerari diversi.

This article attempts through the reading of the two Itinerarium of the imperial period, the Itinerarium Antonini Augusti  and the Itinerarium Burdigalense , the case of the identification of settlements mentioned in the Itinerarium, with archaeological findings in the area of Aegean Thrace, literary sources and knowledgeable locations.

U članku se objavljuju prva povijesna i književnopovijesna analiza te transliteracija kasnosrednjovjekovnoga teksta ot er(u)s(o)l(i)ma i groba b(o)žiê čt(enie) koji je zapisan u Vinodolskom zborniku (Zagreb: Arhiv HAZU, sign. III a 15). Posrijedi je jedini zasad poznati hrvatski srednjovjekovni itinerar po Svetoj zemlji, koji je vjerojatno bio sastavljen na temelju nepoznata latinskoga ili romanskoga teksta. Obrazlaže se hipoteza prema kojoj hrvatskoglagoljski itinerar nije bio zamišljen kao praktičan hodočasnički vodič, nego kao poučan tekst namijenjen učvršćivanju »kolektivnoga pamćenja« o Svetoj zemlji kao prostoru na koji kršćani imaju isključivo pravo. Osim toga, iznosi se hipoteza da je hrvatskoglagoljski itinerar mogao biti namijenjen razmatranju povijesti Spasenja u obliku virtualnoga hodočašća.

[The article presents the first edition and literary and historical analysis of a text »ot er(u)s(o)l(i)ma i groba b(o)žiê čt(enie)« [The Reading on Jerusalem and God's Sepulchre] which is preserved in a late medieval Glagolitic codex known as the Vinodol miscellany (Zagreb: Archives of the Croatian Academy of Sciences and Arts, sign. III a 15). The text is identified as a member of the genre of medieval itineraria and it is the only known medieval itinerary around the Holy Land written in the Croatian language. While the direct source of the Croatian texts has not been found, a few idiosyncratic toponyms point to the conclusion that the Croatian writer was using a Latin or a Romance source. The itinerary scripts the pilgrimage from the Holy Sepulchre in Jerusalem to Hebron, where the creation of Adam was to be commemorated, and I argue that the pilgrims' progression through the sites could have been envisaged as the commemoration of the history of salvation in reverse order. Given that the text barely mentions the existing Muslim presence in the Holy Land, it can be concluded that it was unlikely to be used as a practical guide for a real pilgrimage. A further support for this conclusion comes from the introduction of the itinerary in a codex between various texts which were written for the purpose of religious instruction. I argue that the Croatian itinerary could have been written as an instructive text which was meant to promote the Western construct of the Holy Land as a sacred area to which the Christians have the exclusive right. Furthermore, I suggest that the itinerary could have been primarily used as a script for a meditative religious devotion in the form of a virtual pilgrimage.]

The history of art has been engaged with mobility for centuries. The study of movement, with its limits and potential, is a founding principle of the discipline. Fascination with, and rejection of, movement lies at the core of much of its narrative. However, recent art historical analysis, mostly concerned with the travels of artists (as described, for example, in biographical accounts), overlooks both the intrinsic itinerancy of their objects and the intricacies of their very transference. This paper aims to overcome this scholarly lacuna by focusing on the case of the Flemish painter Peter Paul Rubens (1577–1640), one of the most eminent artists of his generation to fully exploit the new technologies of transportation on a pan-European scale. His abundant correspondence, which counts over 250 letters, reveals precious details about packing and unveiling procedures, strategies for speeding up cargoes, careful assessments of the quickest and more secure roads, names and functions of custom agents, packers, drivers, couriers, and postmen—in other words, all the details concerning the mechanics of mobility in an increasingly itinerant world. This article analyzes this logistics concoction in order to better understand the impact of distance on itinerant matter in the Early Modern period.

Itineraries as Sources of Knowledge about Strategic and Operational Thought during the Reign of Stefan Batory

The article presents military itineraries, i.e. planned descriptions of the routes of troops. Such sources constitute the oldest objects of military cartography. They also enable reconstruction of strategic concepts and operational activities planned by commanders. The time of Stefan Batory was discussed in the article because such cartographic support was the basis for often quite complicated planning. Itineraries could be perfectly used both during mobilisation and relocation of the army, and also during military operations. They were especially useful in coordination of operations of two or more numbers of regiments or allied armies. Analysed examples suggest that at the time of the reign of Stefan Batory the early modern cartographic turn took place.

British historians have, for some time, been interested in using royal charters and chronicles to establish royal itineraries. The first lists to be drawn up, citing the dates and the successive halts of the king and/or his chancery were compiled in the first half of the XIXth century. These state visits allow us to understand the nature and the numerous functions of peripatetic kingship during the Middle Ages. That being said, for the period before the XIIIth century, information regarding stopping places and journey dates in documents is more difficult to find. Such lacunae can be explained by the fact that large numbers of charters have not
been taken into account and so the dates and places of royal visits mentioned within them have yet to be linked. In this paper, data from the charters of the Norman and Angevin kings—from 1066 to 1204—have been studied and the information used to compare the routes of the different royal trips. Not only do the chronicles show the places which were most visited, but the charters also allow us to rank them according to the number of acts redacted in each one.

La guida Itinerari Italiae realizzata nel 1600 da Franz Schott in Anversa è stata una fortunata pubblicazione che ha visto la sua riedizione per oltre 150 anni. Fu compilata in tre libri in occasione del Giubileo di quell’anno in lingua latina e a seguito di alcuni viaggi compiuti in Italia da Schott sul finire del Cinquecento. Le numerose edizioni che si susseguirono a cura di editori italiani presentano tutte una serie di incisioni raffiguranti città e territori a illustrazione delle descrizioni. Queste ultime, più volte rinnovate e ampliate, fanno riferimento a testi contemporanei e ai classici latini e greci, mentre il corredo iconografico fu spesso modificato, attingendo da opere prevalentemente del Cinquecento. Il saggio si sofferma sulla collocazione culturale dell’opera e, in modo particolare, sul corpus illustrativo delle prime edizioni.