Pascal ARNAUD
Université Lyon, History Department, Emeritus
- Institut Universitaire de France, SSH, Department Memberadd
- Ancient Ports, Economic History, Roman History, Antonine Itineraries, Ptolemy, Mela, and 49 morePliny, Strabo, Periploï, Maritime Transport Geography, Maritime Human Factors, Roman Epigraphy, Maritime Trade Ceramics (Archaeology), Maritime Archaeology, Maritime History, Maritime Routes, History, Historical Geography, Ancient History, Ancient Geography, Roman Law, Ancient Geography and the Representation of Space, Digital Humanities, Ancient Greek History, Classical Archaeology, Maritime Greek Trade, Ancient Shipwrecks, Greek Storage Amphorae, Mediterranean, Black Sea, Archaeology, Geo Archeology, Nautical Archaeology, Landscape Archaeology, Ancient Topography, Enviromental Archaeology, Mediterrranean Archaeology, Islands Archaeology, Trade Routes, Ports, Port cities, Islands, Insularity, Seafarers, Shipping, Maritime, Alain Bresson, Roman Archaeology, Conventus Civium Romanorum, Roman Trade Networks, Ancient economy, Collegia, Ostia Antica, Roman Economy, and Topography of Puteoliedit
Livre: Des îles côte à côte. Histoire du peuplement des îles de l'Antiquité au Moyen Age (Provence, Alpes-Maritimes, Ligurie, Toscane) PASQUALINI Michel, ARNAUD Pascal, VARALDO Carlo.
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Définir l'espace maritime d'une cité grecque, fût-il purement commercial, et les infrastructures que cette notion implique n'est jamais chose aisée (Arnaud 2012b). D'un point de vue historique, cette démarche impose de définir le commerce... more
Définir l'espace maritime d'une cité grecque, fût-il purement commercial, et les infrastructures que cette notion implique n'est jamais chose aisée (Arnaud 2012b). D'un point de vue historique, cette démarche impose de définir le commerce d'une cité. D'un côté les traités. De l'autre, l'historiogra-phie récente (Bresson 2000 ; Bresson 2007-2008), en accord avec les auteurs anciens (cf. Xénophon, Revenus, 3.1-5), met à juste titre l'accent sur le caractère essentiel pour une cité du commerce qui lui est destiné, à la fois en termes de ravitaillement et en termes de ressources générées par le port (douanes, droits de port), et à un moindre titre seulement sur les exportations, qui ne constituent qu'une partie de l'activité de la plupart des ports de premier rang. L'espace maritime d'une cité se définit ensuite par référence à des routes réelles, c'est-à-dire le chemin effectivement suivi par des navires. Or ces routes, imposées par une synthèse de la saisonnalité des conditions météorologiques, des capacités techniques des navires, de la culture des marins, de l'équipement des côtes, des contextes normatifs et politiques (Arnaud 2011), sont extrêmement difficiles à mettre en évidence (Arnaud 2005). Elles ne peuvent en aucune façon se réduire à une ligne directe entre l'origine géographique d'un produit (lorsqu'elle est bien établie, ce qui est loin d'être toujours le cas) et le lieu de sa consommation. Longtemps a prévalu l'idée que la somme des origines des produits embarqués sur un navire parvenu jusqu'à nous à l'état d'épave donnait la liste de ses étapes dans un contexte nécessairement défini par le cabotage. Nous savons aujourd'hui que le commerce méditerranéen a été tôt segmenté par des ports-entrepôts et carac-térisé par la coexistence de circuits complémentaires de distribution/redistribution (Nieto, Prieto 1997). Les grand ports étaient des zones où des denrées étrangères changeaient de mains et étaient réembar-quées vers d'autres destinations. Si l'on ne peut exclure formellement le modèle du commerce forain, le commerce en droiture vers des places proposant à la vente des marchandises d'origines diverses semble avoir été le schéma dominant du commerce classique en Méditerranée (Arnaud 2011). La navigation en droiture et le grand cabotage ont été une des bases des routes maritimes. La combinaison des infor-mations complexes tirées des épaves, du témoignage des géographes anciens qui ont largement fondé leur mesure de la terre sur ces routes et des contextes naturels permet de formuler des hypothèses rai-sonnables, et parfois un peu plus que cela. Enfin, dans l'ensemble des espaces concernés par les routes liées à une cité, cette cité a été susceptible de se livrer à la mise en place d'infrastructures civiles et mili-taires d'aide ou d'appui à la navigation ou de protection contre les dangers venus de la mer. Leur cartographie définit un espace revendiqué comme un espace maritime propre à cette cité. C'est à travers ces trois filtres que nous allons tenter une brève esquisse de ce qu'ont pu être les espaces et les lieux du commerce maritime de Marseille grecque et leur probable évolution au sein de la période.
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Nilotic navigation is at the heart of several hundreds of papyrus documents of the Hellenistic and Roman periods. The formal conventions and practices, variable over time, in which they are framed, certainly constitute one of the limits... more
Nilotic navigation is at the heart of several hundreds of papyrus documents of the Hellenistic and Roman periods. The formal conventions and practices, variable over time, in which they are framed, certainly constitute one of the limits to their use by the modern historian. Even within these limits, however, this documentation constitutes a first rate tool for appreciating the evolution of boats used on the Nile and shows the marked specificities of the Hellenistic period and of the related economic model of transport. In addition, it allows for an appreciation of the variety of shipping types and the solutions found regarding the supply of wood, as well as the uses to which these boats of varying construction techniques and propulsion systems were put.
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"To the northwest of the ancient city of Ostia, the analysis of cores revealed a stratigraphic sequence, which we interpret as the filling of a harbour basin. This basin, located at the west of the so-called “Palazzo Imperiale” presents... more
"To the northwest of the ancient city of Ostia, the analysis of cores revealed a stratigraphic sequence, which we interpret as the filling of a harbour basin. This basin, located at the west of the so-called “Palazzo Imperiale” presents seven characteristics:
(1) The maximum depth is 6 m below the Roman sea level. This depth allowed any type of ship (even heavy tonnage) to access the harbour.
(2) A chronostratigraphic gap at 6 m below Roman sea level suggests digging operations in the basin (or subsequent
dredging) that have caused the loss of sedimentary archives.
(3) The filling consists of dark clays typical of a quiet environment but open to marine and river influences.
(4) The dates at the base of this sequence give a range between the 4th and the 2nd century BC.
(5) In the harbour sequence, a facies change at 2.5 m under the Roman sea level involves a change in the processes of sedimentation and/or operation.
(6) No later than the beginning of the 1st century AD, the thickness of the water column in the basin is less than 50 cm and seems to be caused by a massive siltation following a succession of floods of the Tiber.
(7) This basin was thus already abandoned during the start-up of Portus."
(1) The maximum depth is 6 m below the Roman sea level. This depth allowed any type of ship (even heavy tonnage) to access the harbour.
(2) A chronostratigraphic gap at 6 m below Roman sea level suggests digging operations in the basin (or subsequent
dredging) that have caused the loss of sedimentary archives.
(3) The filling consists of dark clays typical of a quiet environment but open to marine and river influences.
(4) The dates at the base of this sequence give a range between the 4th and the 2nd century BC.
(5) In the harbour sequence, a facies change at 2.5 m under the Roman sea level involves a change in the processes of sedimentation and/or operation.
(6) No later than the beginning of the 1st century AD, the thickness of the water column in the basin is less than 50 cm and seems to be caused by a massive siltation following a succession of floods of the Tiber.
(7) This basin was thus already abandoned during the start-up of Portus."
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This paper challenges the traditional top-down view of a Roman port-system entirely dominated by the imperial will. It re-evaluates the role – and difficulties – of cities in managing their own ports similar to the ways they managed (or... more
This paper challenges the traditional top-down view of a Roman port-system entirely dominated by the imperial will.
It re-evaluates the role – and difficulties – of cities in managing their own ports similar to the ways they managed (or
tried to manage) their public building and supplies policies. It also underlines the importance of personal patronage
and social intermediation, in other words, of personal and civic networks, in the development of port-building policies.
The identity of beneficiaries and benefactors was often more essential than the practical impact of the building
projects. The emperor nevertheless remains the main, if not the sole, performer of huge works, including port building.
It re-evaluates the role – and difficulties – of cities in managing their own ports similar to the ways they managed (or
tried to manage) their public building and supplies policies. It also underlines the importance of personal patronage
and social intermediation, in other words, of personal and civic networks, in the development of port-building policies.
The identity of beneficiaries and benefactors was often more essential than the practical impact of the building
projects. The emperor nevertheless remains the main, if not the sole, performer of huge works, including port building.
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Sid. Apoll. Paneg. Avit. 79-82 indicates a victory of Sylla over king Tigranes. 96 BC is therefore excvluded. The old dating in 92 BC is more likely, in accordance with both Julius Obsequens and Velleius Paterculus
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the experience of seafaring has strongly impacted the greek mapping of the world at least in three ways: the structure of description, the measurement of seas and the relating making of an euclidian space, and the geometric construction... more
the experience of seafaring has strongly impacted the greek mapping of the world at least in three ways: the structure of description, the measurement of seas and the relating making of an euclidian space, and the geometric construction of the image of the world (opposition and symmetries).
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Timosthenes has often been suspected to be the main source of teh Stadiasmus Maris Magni. Very little is known of his lost work, except his windrose. The study of the STadiasmus' orientations not only show little relationship with... more
Timosthenes has often been suspected to be the main source of teh Stadiasmus Maris Magni. Very little is known of his lost work, except his windrose. The study of the STadiasmus' orientations not only show little relationship with Timosthenes' windrose, but also demonstrate that several main sources have been used in the different parts of the STadiasmus.
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Research Interests: Landscape Archaeology, Roman land use and the agrarian economy, I am iinterested in Land administration-Construction Surveying-Spatial Science(GIS and Surveying), Roman Road system, Archaeology: Roman Land Use, and 3 moreAncient Surveying Methods, Roman Land Allotment, and Geographic Information Systems (GIS)
... Le Paysage Culturel Maritime Antique: problèmes d'exploration et de valorisation d'un patrimoine complexe. Pascal Arnaud 1. (2008). 1 : Centre d'Études Préhistoire, Antiquité,... more
... Le Paysage Culturel Maritime Antique: problèmes d'exploration et de valorisation d'un patrimoine complexe. Pascal Arnaud 1. (2008). 1 : Centre d'Études Préhistoire, Antiquité, Moyen-Age (CEPAM). CNRS : UMR6130 Université de Nice Sophia-Antipolis. ...
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ARNAUD, P. : "Entre Antiquité et Moyen-Âge : l’Itinéraire Maritime d’Antonin", in DE MARIA, L. et TURCHETTI, R. (édd.), Rotte e Porti del Mediterraneo dopo la caduta dell’ impero romano d’occidente. Continuità e innovazioni tecnologiche e funzionali. Genova, 18-19 giugno 2004, IV° seminario ANSER, Rubettino, 2004, 3-20.more
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Información del artículo Una dedica albintimiliense reintegrata: supplIt 1314.
... 45-47. Le Trophée des Alpes (La Turbie). Pascal Arnaud 1 , Sophie Binninger 1. (2008). 1 : Centre d'Études Préhistoire, Antiquité, Moyen-Age (CEPAM). CNRS : UMR6130 – Université de Nice Sophia Antipolis (UNS). Mots-Clés ...
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Ptolemy’s cleverness in high level mathematical calculations and astronomy has overshadowed the sources he was actually using. Some particularities, mistakes and parallels show that he made a great use of itineraries and periploi. This... more
Ptolemy’s cleverness in high level mathematical calculations and astronomy has overshadowed the sources he was actually using. Some particularities, mistakes and parallels show that he made a great use of itineraries and periploi. This paper focuses on the treatment Ptolemy made of this material and on its impact on Ptolemy’s mapping of the known world. Ptolemy had at hand a large number of data relating to maritime routes roughly measured and poorly oriented. Many mistakes find their origin in this material, that the geographer has often re-elaborated. The distribution on a same line of three or more places situated on a same route and the « opposed » places are two main consequences of the use of periplographic material. A cartographic method based on schematism and on three sets of maps drawn in orthogonal projection corresponding to three key-values of the degree of longitude (300, 400, 500 stades) is likely.
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This paper presents a detailed description of the sediments trapped by the Canale Romano in the Imperial harbour complex of Portus (Rome). The study confirms the hypothesis of a Roman canal (active during the early 2nd century ad and the... more
This paper presents a detailed description of the sediments trapped by the Canale Romano in the Imperial harbour complex of Portus (Rome). The study confirms the hypothesis of a Roman canal (active during the early 2nd century ad and the 3rd/5th century ad) with a maximum water-depth between 4.36 and 7.37 m. The function of this canal as a harbour seems to particularly fit with the data available. This study follows a multidisciplinary approach. It combines all previous data available on the Canale Romano (geophysical surveys, archaeological and historical data) and provides a new palaeoenvironmental dataset in order to draw a more complete overview about its history. Three cores drilled in the Canale Romano are analyzed using sedimentological data, CM diagram and bioindicators, 14C and archaeological data. Four main sedimentation phases were identified: (1) Pre-canal deposits; (2) relatively quiet fluvial environment deposits; (3) flood sediments inputs; and (4) fine sediment infill after the cut-off of the canal. In the discussion, the paper attempts to put this stratigraphic sequence into context of the reorganization of the harbour of Imperial Rome during the reign of Trajan (early 2nd century ad) and its subsequent evolution.
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"The harbour system of Narbo Martius (Narbonne, France) and its facilities during Antiquity", Harbours as objects of interdisciplinary research – Archaeology + History + Geosciences DFG Priority Programme 1630 „Harbours from the Roman... more
"The harbour system of Narbo Martius (Narbonne, France) and its facilities during Antiquity", Harbours as objects of interdisciplinary research – Archaeology + History + Geosciences DFG Priority Programme 1630 „Harbours from the Roman Period to the Middle Ages“, Kiel, 30th of September – 3rd of October 2015
The actual city of Narbonne in south of France was the capital of the Roman province of Gallia Narbonensis and a city-port located at the crossroad of the Via Domitia which linked Italy to Spain and the Via Aquitania which linked the Mediterranean Sea to the Atlantic Ocean. Its port, the “emporion of all Gaul” in the words of Strabo was in fact a vast system of hundreds of occupation sites organised around a huge natural water area into a local internal network.
Within the framework of the ERC funded project Rome’s Mediterranean Ports – Portus Limen and thanks to a partnership with the Collective Project of Research: Les ports antiques de Narbonne (CNRS, UMR 5140 Archéologie des sociétés méditerranéennes), it has been possible to precisely define what was the harbour system of the Colonia Narbo Martius since its foundation in 118 BC until the late antiquity.
This paper aims to reconstruct the evolution of this harbour system taking into account the major transformation of the landscape, the human occupation of the area and the artificial development of the harbour activities. The recent archaeological discoveries allow new interpretations about the functioning of one of the most important Roman port of the western Mediterranean. The integration of all the data available into a GIS and into an interdisciplinary database allows visualizing the harbour system and its evolution over five centuries.
The actual city of Narbonne in south of France was the capital of the Roman province of Gallia Narbonensis and a city-port located at the crossroad of the Via Domitia which linked Italy to Spain and the Via Aquitania which linked the Mediterranean Sea to the Atlantic Ocean. Its port, the “emporion of all Gaul” in the words of Strabo was in fact a vast system of hundreds of occupation sites organised around a huge natural water area into a local internal network.
Within the framework of the ERC funded project Rome’s Mediterranean Ports – Portus Limen and thanks to a partnership with the Collective Project of Research: Les ports antiques de Narbonne (CNRS, UMR 5140 Archéologie des sociétés méditerranéennes), it has been possible to precisely define what was the harbour system of the Colonia Narbo Martius since its foundation in 118 BC until the late antiquity.
This paper aims to reconstruct the evolution of this harbour system taking into account the major transformation of the landscape, the human occupation of the area and the artificial development of the harbour activities. The recent archaeological discoveries allow new interpretations about the functioning of one of the most important Roman port of the western Mediterranean. The integration of all the data available into a GIS and into an interdisciplinary database allows visualizing the harbour system and its evolution over five centuries.