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EN
Berenike Trogodytica was one of the key harbours on the Red Sea coast during the Ptolemaic and Roman periods and was a major trade and exchange hub connecting the Indian Ocean and the Mediterranean. Berenike’s geographical position was extraordinarily propitious owing partly to its natural harbours, protected against the prevailing northern winds, as well as its location in the vicinity of an ancient viewshed, the large peninsula of Ras Benas. This paper discusses how multifaceted geoarchaeological approaches to the study of ancient ports can contribute to a better understanding of the mechanisms and logistics of maritime trade, as well as fluctuations in its quality and quantity. It also sheds new light on the significance of the effect that local and regional palaeoclimatic, landscape, seascape and environmental changes had on the development and decline of the port, and its changing role within the Red Sea–Indian Ocean maritime network.
EN
The trade facility in Wadi Aynuna, as well as the adjacent settlement and tentative location of an ancient port are believed to be the ancient Leuke Kome, a Nabatean port which connected Petra with the Red Sea trade network. In this brief paper the author reviews some data that bring light to bear on the issue of the nautical challenges posed by sailing conditions in the Red Sea, their potential influence on the maritime trade, and the importance of Aynuna as a port in northern Arabia which, taken together, support with greater strength the identification of this location with the Leuke Kome from the ancient written sources
EN
The development of Pomeranian ports in the 16th century and the first half of the 17th century was curbed by three basic barriers. The first one were difficult natural conditions on the coasts, which were flat, sand and devoid of any deeper natural bays. The second one resulted from a poor offer of Pomerania itself, where soils were rather barren and forest resources limited. The third barrier was the fact that Pomerania was cut off from a wider base of Greater Poland and Silesia by the Brandenburg economic policy. The tiny quantity of goods offered by Pomerania was typical of the other ports of the Southern Baltic: in Mecklemburg, Royal Prussia, the Duchy of Prussia, Livonia. The sea ports, of which the biggest ones were Stralsund, Szczecin and Greifswald, concentrated on an exchange with the countries of the North Sea (the Netherlands, England, Scotland, Norway), and – to a lesser extent – with France and Spain, and the Scandinavian countries (Denmark, Sweden). Among the exported goods there were: cereals, flour and food (bread, pork fat, butter, cheese, meat, honey); malt, beer, wood, boards and woodblocks, and forest produce (ash, potash, wood tar, and other types of tar); linen, skins of farm animals, wool, hemp. Among the goods imported from the above mentioned countries to be consumed by the Pomeranians, and also by the inhabitants of Greater Poland, Brandenburg and Silesia, there were sea and Lüneburg salt, saltwater fish, especially herring, wine, English and Dutch cloth, metals (iron, copper, tin), West-European craft products and colonial goods (spices, sugar, tropical fruit). The commercial exchange within the Baltic Sea was not easy because of the weather conditions (the winter break was still kept) and armed conflicts. In the period in question the biggest disorder in the maritime trade was caused by the 1st Northern War (1563–1570).
PL
Rozwój portów pomorskich w XVI i pierwszej połowie XVII w. był ograniczony przez trzy podstawowe bariery. Pierwszą z nich były trudne warunki naturalne na płaskich, piaszczystych i pozbawionych głębszych naturalnych zatok wybrzeżach pomorskich. Druga bariera wynikała ze skromnej asortymentowo i ilościowo oferty Pomorza, posiadającego niezbyt żyzne ziemie i ograniczone zasoby lasów. Trzecią barierą było odcięcie ziem pomorskich od szerszego, wielkopolsko-śląskiego zaplecza brandenburską polityką gospodarczą. Dodatkowo dość skromna masa towarowa posiadana przez Pomorzan była typowa dla innych ośrodków portowych południowego Bałtyku: Meklemburgii, Prus Królewskich, Prus Książęcych czy Inflant. Porty pomorskie, wśród których największymi były Stralsund, Szczecin i Greifswald, koncentrowały się na wymianie z basenem Morza Północnego (Holandia, Anglia, Szkocja, Norwegia, już rzadziej Francja czy Hiszpania) oraz Skandynawią (Dania, Szwecja). Wywożono głównie zboże, mąkę i żywność (chleb, słoninę, masło, ser, mięso, miód), słód, piwo, drewno w całości, deski i klepki, a także produkty leśne (popiół, potaż, dziegieć, smoła). Do tego eksportowano płótno, skóry zwierząt hodowlanych, wełnę oraz niewielkie ilości lnu i konopi. Z wymienionych obszarów głównie na potrzeby Pomorzan, a w mniejszym stopniu Brandenburczyków, Wielkopolan czy Ślązaków sprowadzano sól luneburską i morską, ryby morskie, zwłaszcza śledzie, wino, sukno angielskie i holenderskie, metale (żelazo, miedź, cynę), wyroby rzemiosła zachodnioeuropejskiego oraz towary kolonialne (korzenie, cukier, owoce południowe). Samą wymianę utrudniały warunki pogodowe na Bałtyku, stąd nadal przestrzegano zimowej przerwy w żegludze, oraz dodatkowo konflikty zbrojne. W omawianym okresie największe zaburzenia w handlu morskim pomorskich portów spowodowała I wojna północna (1563–1570).
PL
Celem artykułu jest określenie wpływu konteneryzacji w transporcie morskim na rozwój handlu międzynarodowego. Przedstawione zostały korzyści ze stosowania kontenerów dla załadowców i armatorów oraz znaczenie konteneryzacji dla ekspansji globalnej wymiany towarów. Następnie autorzy nakreślili ewolucję morskich przewozów kontenerowych i za pomocą danych statystycznych pokazali jak zmieniała się flota kontenerowa, przeładunki w portach i przewozy kontenerami na świecie w okresie ostatnich kilkunastu lat.
EN
The aim of the article is to determine the impact of containerization in maritime transport on the development of international trade. It presents the benefits of containerization for shippers and shipowners, and the importance of containerization for the expansion of global exchange of goods. The authors then outlined the evolution of containerized sea transport and, using statistical data, showed how the container fleet, port transshipments and containerized transport in the world have changed over the last dozen or so years.
EN
Al-Qusayr is located 40 km south of modern al-Wajh, roughly 7 km from the eastern Red Sea shore. This site is known since the mid-19th century, when the explorer R. Burton described it for the first time, in particular the remains of a monumental building so-called al-Qasr. In March 2016, a new survey of the site was undertaken by the al-‘Ula–al-Wajh Survey Project. This survey focused not only on al-Qasr but also on the surrounding site corresponding to the ancient settlement. A surface collection of pottery sherds revealed a striking combination of Mediterranean and Egyptian imports on one hand, and of Nabataean productions on the other hand. This material is particularly homogeneous on the chronological point of view, suggesting a rather limited occupation period for the site. Attesting contacts between Mediterranean merchants, Roman Egypt and the Nabataean kingdom, these new data allow a complete reassessment of the importance of this locality in the Red Sea trade routes during antiquity.
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