Sea routes & land roads

India's maritime trade during the medieval period was a significant driver of economic prosperity and cultural exchange. The strategic location of the Indian subcontinent, flanked by the Arabian Sea to the west and the Bay of Bengal to the east, facilitated extensive sea trade routes connecting India with regions across Asia, Africa, and Europe. This article explores the development of Indian sea trade in the medieval era, focusing on its key trade routes, major commodities, and the socioeconomic impact on Indian society.

Dans leurs aires culturelles et leurs domaines de spécialités qui sont
variés et multiples, les membres de l’UMR 8096 ont produit des résultats
importants et pour certains majeurs.
Les ouvrages et actions présentés dans le portfolio sont représentatifs de la diversité de ce que produit l’unité, à la fois dans les types de résultats et
les supports, mais également dans les modes d’action et d’expression.

El Puerto para Megabuques en el Rio de la Plata es una necesidad de todo el Hinterland de las cuencas del Paraná y el Uruguay, la zona mas productiva de Sudamérica. Para ser posible la logistica de las cargas de importación y exportación, se necesita una logistica fluvial sostenible. Y un punto donde enganchar esa cadena fluvial con las rutas de buques de hasta 20 metros de calado. A partir de la experiencia internacional, se apunta a las caracteristicas de tal puerto y de alli donde  puede ubicarse.

Although nowadays inter-Korean trade is primarily shipped by sea, very limited attention has been paid to the specific role of maritime transport in inter-Korean relationships. Based upon a 20-year database of daily vessel movements, this paper relates the changing geography of inter-Korean connections with the evolution of the North Korean economy and territory. Main results show the convergence between inter-Korean economic cooperation and shipping growth. South Korean ports also provide a logistics platform facilitating North Korea"s transit trade with the rest of the world. The convergence or divergence between economic integration and hub dependence are discussed and provide a base for further research.

We present here recent results of a geoarchaeological study on the Northern coast of Peru. Concerning the scientific context, excavation of new or already known archaeological sites in the Sechura Desert, since 2012, revealed the high potential of the area to reconstruct Human-Environment interactions during the last two millennia at least. The present geographical setting with an arid and unoccupied coast contrasts with the past activities, as fishing and prepared fish trade, of prehispanic societies which have occupied the coast of the desert. These populations used some natural resources which are not available anymore nowadays (water, fish, mollusks, wood). A pluridisciplinary approach associating geomorphological, palaeoenvironmental and geoscientific methods, allows to reconstruct the past middles and landscapes in the vicinity of the archaeological sites. Deposits from the filling of the costal depression of Las Salinas closed by a sand bar and from a shore area at the Nunura...

Heterosis in maize: toward prevalence type of intralocus interactions. In the biometrical genetic analysis of maize productivity, performed according to the North Caroline III design, unbiased estimates were used to calculate the average degree of dominance, in which, on average, the effect of linkage was eliminated. The hybrids Rf7×Ku123, MK01×A619 were studied, and unbiased estimates were calculated for four more hybrids according to the literature data. For genes controlling productivity, unbiased estimates of the average degree of dominance ranged from 0.65 to 0.87 for different hybrids. The result indicates that the heterosis effect in maize is more likely to be caused by dominant interactions than over-dominant ones.

Communication présentée en Décembre 2017 au séminaire « Itinéraires de portage en Gaule » de Chr. Petit (prof. Univ. Paris 1) et B. Pasquini que l'on remercie. Inédit 34 diapositives. La communication comprend 2 parties.

La première (diapos 3 à 13) présente la structure du marché antique des meules rotatives qui, à un issu local d’ateliers diffusant à l’échelle de la civitas, sur une soixantaine de kml, associe un réseau large scale de diffusion de meules volcaniques provenant de l’Eifel en Rhénanie, de la Chaîne des Puys, de la Roman Magmatic Province (dont Orvieto), de la Sardaigne, enfin de la Sicile et de ses îles (écoliennes, Pantelleria). On s’arrête un instant sur une analyse plus détaillée de la diffusion régionale des maules rotatives en puddingstone de la basse Thamise en Angleterre.

Dans une seconde partie (dias 14 à 28) on explore les voies de la diffusion des meules volcaniques provenant de la chaîne des Puys vers la cité des Bituriges Cubi et notamment ses 2 villes principales que sont Avaricum (Bourges, FR, 18) et Argentomagus (St Marcel, FR, 36). Cette dernière ville montre, au niveau de l’assemblage du site, que 10% de ses meules sont volcaniques.
On considère alors la structure, principalement d’orientation SW/NE, du réseau fluvial du Berry et son articulation avec le réseau des voies antiques. On localise la plupart des oppida de La Tène et des agglomérations antiques ainsi que les principaux centres de production meulière ou les carrières de pierre d’apparat en calcaire fin (St. Ambroix et Ambrault). Sur la base d’un possible portage entre l’Allier et le Cher, assez long (ca. 63 km) à la hauteur de Moulins ou Yzeure sur l’Allier vers Drevant sur le Cher, on explore ensuite les différentes combinaisons entre les trajets fluviaux et routiers ainsi que leur possible durée.

      Vers Argentomagus 3 itinéraires fluvio-routiers (et principalement routiers) sont envisageables (d’autres le sont plus au Sud éventuellement par Néris-les-Bains ou entre Drevant et Néris). Deux font ca. 200 kml (dont 20 à 30% fluviaux) pour une durée estimable à 8-10 jours. Un troisième, entièrement routier (portage vers Drevant puis route vers Chateaumeillant et enfin Argentomagus) fait 130 kml et durerait ca. 6 jours, apparaissant à priori le plus avantageux. Il convient toutefois de souligner que les choix d’itinéraires peuvent dépendre des saisons (état des routes ou rivières) autant que de la nature combinée des transports qui associent différentes marchandises et différentes destinations.

Communication grand public (18 juin 2022 - Musée de l'Éphèbe et d'Archéologie sous-marine (Cap d'Agde, 34) - Durée : 45 min) :

La conquête de la Méditerranée hellénistique, à partir du IIe s. av. n. è., offre aux généraux romains l'occasion de piller villes et sanctuaires et de rapporter des butins riches en œuvres d'art. Ces dernières sont transportées vers l'Italie à destination d'une clientèle aisée : c'est la naissance du « marché de l'art ». Ce goût des élites pour les objets d’art, qui confèrent prestige à ses possesseurs, va s'étendre aux provinces romaines, dont la Narbonnaise. À la suite des butins, une production se met en place pour continuer à fournir ces biens artistiques auprès des acheteurs. Le Musée de l’Éphèbe d’Agde présente une collection majeure d’œuvres d’art trouvées en mer, signifiant qu’elles étaient transportées par bateau. L'étude de ces objets, de leur fabrication et de leur origine, de leur transport et de leur diffusion, permet de mieux cerner leur place dans les réseaux commerciaux et l'évolution de ces derniers au fil des siècles. Enfin, des comparaisons avec les découvertes terrestres et les autres naufrages méditerranéens, sont nécessaires pour permettre d’avoir une vision globale de leur circulation. Les sources écrites apporte également des informations précieuses sur les modalités d’achat, ainsi que sur la réception de la part des contemporains de ce marché et de ce goût pour l’art.

Hjälmarsund in the north-west part of Södermanland in Sweden is a strait in the large lake Hjälmaren. A charter, probably issued in 1184, states that the lands of the Cistercian monastery Julita stretch to the portus called Ialmansund. The term portus (port or harbour) in early Swedish documents always pertains to towns, not the numerous natural harbours. At Hjälmarsund a long range north-south land route along an esker met an east-west water route on Hjälmaren, with the esker continuing north to lake Mälaren and the sea. The site had the conditions to become a town. It probably was superseded by the town of Arboga on Mälaren, which was
founded in the 13th century and was a harbour for iron export. Archaeologically, Hjälmarsund is virgin soil.

Статья посвящена описанию системы сухопутных дорог Карельского перешейка с XVI по начало XX столетия.
The article is devoted to the description of the system of land roads of the Karelian Isthmus from the 16th to the beginning of the 20th century.

В статье описывается система сухопутных дорог между Великим Новгородом и Карельским перешейком в 16-17 веках: предпосылки появления, развитие, впечатления путешественников.
The article describes the system of land roads between Veliky Novgorod (Novgorod the Great) and the Karelian Isthmus in the 16th-17th centuries: prerequisites for the emergence, development, impressions of travelers.

Cost-benefit analyses (CBA) are conducted in the road sectors to provide decision-makers with information regarding the economic viability of projects. CBAs are often performed ex-ante, before the decision to build. They are a prediction of what will occur if projects are implemented. A question readily asked is: do such analyses meet real outturns? The transportation literature has not addressed this question extensively. Addressing it would reveal the extent to which decision-makers' objectives are being met and give input that can improve CBA as a proper decision-making tool.

For some time now, a European Union-wide design philosophy for inner city shopping and high streets known as Shared Space has been fully incorporated in German and Dutch regulations. Shared Space project implementation already has affected city planning of sensitive streets and open spaces. Mutual agreement among motorists, cyclists, and pedestrians concerning the widest possible elimination of traffic controls, light signals, and signing forms the basis of the measures. Case study investigation reveals that improved traffic safety might generally be achieved. Conflicts have also arisen at the same time, revealing the requirements and limits on the range of applications. The authors examine views on Shared Space, provide case studies, define and classify Shared Space, and discuss the effects and evaluations of Shared Space.

Shared Space is an EU-wide design philosophy for inner-city shopping and high streets which is, however, not new and has been fully incorporated in German and Dutch regulations for some time now. Implementation of Shared Space projects have already had its effect on the city planning of sensitive street and open spaces. The measures are based on mutual agreement among

В монографии рассматривается история становления сети дорог края так называемого общего пользования - государственного (федерального) и губернского (областного) значения со времен присоединения Вятского края к Московскому государству в XV веке. Каждый из ее десяти разделов - это отдельная книжка, охватывающая определенный период. Минимум авторского текста и максимум выдержек из исторических документов - каждый раздел снабжен обширным списком источников.
The monograph examines the history of the formation of a network of roads in the region of the so-called general use - state (federal) and provincial (regional) significance since the accession of the Vyatka Territory to the Moscow state in the 15th century. Each of its ten sections is a separate book covering a specific period. A minimum of the author's text and a maximum of excerpts from historical documents - each section is supplied with an extensive list of sources.

At Myrina Kastro, natural rock formations are combined to artificial, carved complexes diachronically (late prehistory – antiquity). Physical environment and landscape are instrumental in selecting a place, both for human practical needs and symbolic behaviours. Besides having obvious maritime associations, coasts are transition zones, which may also constitute a feature of uncommonly rugged topography, both then merging material and intangible inferences.

Fangchuan Village, Jingxin Town, about 70 kilometers south of Hunchun City, Jilin Province, is only 15 kilometers away from the Tumen River estuary and faces the Sea of Japan across the sea. This is a special delta of Russia, North Korea and China, which has important strategic significance. As the only channel for China to enter and leave the Sea of Japan, the restoration of its right to sea has important strategic significance for the economic and political development of the surrounding areas. This article analyzes the location advantages of the Tumen River estuary in detail from both the subjective and objective perspectives, studies its driving effect on neighboring countries, and combines the relevant conditions of neighboring countries to further clarify its importance and necessity for regional development. Provide references for economic construction and planning. A port is a window and bridge for a country or region to open to the outside world, and it is an important support for regional economic participation in international division of labor, cooperation, and competition. As a border and coastal province, Jilin Province is located in the geographic center of Northeast Asia. It has unique geographical conditions, making it a role and position that cannot be ignored in regional economic development and transnational trade. However, due to problems left by historical factors, Jilin Province has difficulty going to sea, and the lack of estuaries has always been regarded as one of the factors affecting the further development and opening of the province. Therefore, Jilin Province is advancing the strategy of "borrowing the port and going to sea", building a China-Mongolia-Russia economic belt, building a China-Russia Hunchun-Hassan cross-border economic cooperation zone, and actively seeking port logistics partners for Northeast Asia. At present, the Chinese government is still negotiating with many countries for the right to sail to the Tumen River estuary, and many scholars have conducted research on the economic construction of Tumen River estuary and international cooperation. This article mainly studies its location advantages, and strives to comprehensively and specifically discuss the necessity and importance of obtaining the sea right of the Tumen River estuary.