Port Development and Town Planning in North West England

This paper examines the links between the development of harbour facilities and planned towns, especially in the head port area of Carlisle in North West England. Largely based on documentary research and field observation it examines the development of Whitehaven and other Atlantic ports it influenced in Cumberland, Westmorland and north Lancashire. It examines these developments in their international context and shows how they were initiated by local landowners to maximise the output of their estates and to enhance their personal prestige. Beginning in the seventeenth century the paper demonstrates how this tradition of town and harbour foundation continued on into the nineteenth century when it was adopted by corporate concerns, especially railway companies. The paper concludes by highlighting how harbour developments associated with town planning helped to urbanise and stimulate the economy of a previously under-developed area. Two maps identify the locations of the places discussed.     

Geoarchaeology of Sidon's ancient harbours,Phoenicia

Geoarchaeological data from Sidon's ancient harbour areas elucidate six evolutionary phases since the Bronze Age. (1) At the time of Sidon's foundation, during the third millennium BC, medium sand facies show the city's northern and southern pocket beaches to have served as proto-harbours for Middle to Late Bronze Age societies. (2) Towards the end of the Late Bronze Age and the Early Iron Age, expanding international trade prompted coastal populations into modifying these natural anchorages. In Sidon's northern harbour, transition from shelly to fine-grained sands is the earliest granulometric manifestation of human coastal modification. The lee of Zire island was also exploited as a deep-water anchorage, or outer harbour, at this time. (3) Although localised sediments evoke developed port infrastructure during the Phoenician and Persian periods, high-resolution reconstruction of the northern harbour's Iron Age history is problematic given repeated dredging practices during the Roman and Byzantine periods. (4) Fine-grained silts and sands in the northern harbour are coeval with advanced Roman engineering works, significantly deforming the coastal landscape. Bio- and lithostratigraphical data attest a leaky lagoon type environment, indicative of a well-protected port. (5) The technological apogee of Sidon's northern harbour is recorded during the late Roman and Byzantine periods, translated stratigraphically by a plastic clays unit and brackish lagoon fauna. (6) A final semi-abandonment phase, comprising coarse sand facies, concurs silting up and a 100–150 m progradation of the port coastline after the seventh century AD. We advance three hypotheses to explain these stratigraphic data, namely cultural, tectonic and tsunamogenic. Finally, our results are compared and contrasted with research undertaken in Sidon's sister harbour, Tyre.     

Locating the Harbour: Myos Hormos/Quseir al-Qadim: a Roman and Islamic Port on the Red Sea Coast of Egypt

Recent maritime investigations at Quseir al-Qadim, on the Red Sea coast of Egypt, have revealed the importance of this port in both the Roman and later Islamic periods. This paper outlines the key evidence for the location of the harbours, from survey, sedimentological analysis and selective excavation. The Roman harbour, occupied between the 1st century BC and the 3rd century AD, was located in a now-silted lagoon. Over 100 sedimentological cores indicated its siltation process. By the time the site was reoccupied in the 12th century AD, the harbour was reduced to a small bay at the entrance to the former lagoon.
© 2007 The Author     

Akko 1 shipwreck: the effect of cannon fire on the wooden hull

The Akko 1 shipwreck was discovered inside the harbour of the old walled city of Akko (Acre, St. Jean d'Acre, Akka), Israel. The ship's hull was built mainly of oak, with closely-set framing timbers that created a solid side. The shipwreck was apparently a result of the naval bombardment of the town in 1840.     

Trace Element Classification Diagrams of Pyroclastic Rocks from the Volcanic Districts of Central Italy: the Case Study of the Ancient Roman Ships of Pisa

Identification of the volcanic material (pozzolan) stored in a Roman ship of the fourth to third century bce , wrecked in the ancient harbour of Pisa (central Italy), was based on ratios of selected trace elements. The compositions of the major volcanic products erupted by the volcanoes of the Roman province, including the volcanic districts of Latium (Vulsini, Vico, Monti Sabatini and the Alban Hills) and Campania (Roccamonfina, the Phlegraean Fields, Ischia, Procida and Vesuvius) are compared with the pozzolan from the Pisa ship. Superposition of the Zr/Y, Nb/Y and Nb/Zr ratios of the pyroclastic material from the wrecked ship (computed from the published literature) allows correlation with the products of the Onano eruption from the Vulsini Volcanic District. The Vulsini rocks outcrop extensively in a sector drained by the hydrographic network of the Fiora River, which has been a well‐developed commercial water trade route since Etruscan times, with a river port and a sea port connected to the important town of Vulci, and, since 273 bce , part of the larger Roman harbour system of Cosa.     

Charting the Development of Portsmouth Harbour, Dockyard and Town in the Tudor Period

Portsmouth was crucial to the defence of Tudor England and consequently it was mapped for military planning purposes throughout the Tudor period from 1545. The resulting sequence of maps records much of the town and harbour. The maps offer opportunities for furthering our understanding of Tudor Portsmouth and its population Additionally, images of the urban landscape provided by the “Cowdray Engraving”, which depicts the loss of Henry VIII’s warship Mary Rose on the 19th July 1545, may also be considered and compared with those presented in the early maps of the town. This paper considers the Portsmouth maps of 1545, 1552, 1584 and the chart of Portsmouth Harbour dating from between 1586 and 1620. These are examined in relation to one another and compared with evidence from the Cowdray Engraving.     

论中国古代以广州为起点的“海上丝绸之路”的发展

本文依据海上交通史料 ,以广州城为主要论述线索 ,全面阐述了海上丝绸之路的历史发展过程 ,认为广州是我国海上丝调之路的最早始发港和海岸城市。徐闻和泉州是在特定条件下 ,如徐闻在番禺城烧毁 ,南越国灭后的外贸中成为新兴始发港 ;泉州是南宋偏安后 ,朝廷特别经营下成为超广州的外贸中心 ,全国最大的外贸城市。在徐闻、泉州兴盛时 ,广州外贸并未消失 ,而只是退居次要地位     

试论现代物流业与港口城市空间再造——以大连市为例

伴随着全球化的深入和世界性的产业转移高潮,处于全球供应链枢纽节点地位的大型港口城市在物流经济中起着越来越强大的极核作用。现代物流业在港口城市飞速发展,必将引起港口城市的产业结构和功能分区变化,并通过港口物流发展带动物流企业集聚、大型物流园区兴起、构建城市型轴--辐物流网络主导物流配送网点布局,参与港口城市空间再造。本文运用经济学和城市地理学的相关理论,结合大连市现代物流业发展予以论证。     

Edward III’s siege of Calais: A reappraisal

In September 1346, Edward III brought his victorious army to the gates of Calais to begin a siege that over 12 months developed into the largest military operation conducted by the English on French soil during the fourteenth century. It is also perhaps the least understood campaign of Edward III’s reign, because of the loss of the army pay records. We know from chronicles that the men of Calais conducted a heroic defence of their town, and we know too that the English created and maintained an enormous logistical operation first to besiege and then to capture the port. What is little understood, however, is the scale, scope and chronology of the siege. The role played by English naval forces has received little attention, yet there is a series of pay records relating to their service which can compensate for the loss of the vadia guerre accounts and which can enrich understanding of the campaign. Using this evidence, this article reappraises the whole expedition, highlights the numbers of ships and mariners involved in the siege, and draws attention to periods of intensive military activity. Edward III’s ultimate objective was to capture, hold and use the town as a safe port of disembarkation for future invasions.     

Kirkenes: An Industrial Site Reinvented as a Border Town

Abstract

1 1. This is a significantly revised version of an article published in Nyseth and Granås 2007 “Place-reinvention – Dynamics and Governance Perspectives”, Stockholm: Nordregio. This article analyses the transformation of Kirkenes, a small town on the Russian–Norwegian border, from an industrial town to a border town. Kirkenes was established as a harbour for an iron-ore mining venture in what today is the municipality of Sør-Varanger. This industry closed down during the 1990s. The article describes how Kirkenes has been transformed within “bordered” relationships of civic society, business and a combination of high-level and local political activities. Being a border town and a centre in the Barents Region is the hegemonic narrative of today. The manifold transformations have led to a situation where Kirkenes has become “Russianized”, though local actors struggle with how to handle this aspect of local development and the meaning of the place. The article also investigates to what degree the transformations have changed local identity. The focus is on how identities are dealt with, whether they are seen as immanent and essential cultural traits, or as something that tends to be changed and adapted to the situation. Based on the concept of narrative identities, there are reasons to believe that there are strong identities based on both public narratives relating to local history and nature and metanarratives about globalization and cross-border communities.     

Toward the Historical Archaeology of Levuka, a South Pacific Port of Call

In the latter half of the nineteenth century, the Fijian port of Levuka alternately passed through incarnations as a beachcomber community, boisterous port of call, commercial entrepôt, and colonial capital. Initial investigations in this town in 2000 provide a data set through which archaeology's potential for a meaningful dialogue on Levuka's past can be explored. These data reflect upon an increasingly segregated European community structure, through which social transformations in alcohol use, landscape alterations, and material culture consumption patterns are examined.     

Nostalgia and Titanic commemorations in Cobh,Ireland

The year 2012 marked the centenary of the sinking of the liner Titanic. This event has been commemorated in a variety of ways, including the development of “authentic” and “created” tourist projects related to Titanic. This research presents one location's tourist response to the centenary. The heritage town of Cobh in Ireland was the last port of call for the ill-fated liner. Its commemorative activities focused on a week-long festival of cultural events from 9 to 15 April. It will be contended that its use of nostalgia and “vintage” can be interpreted more as a function of the interpretative agenda of Irish tourism policy and its heritage construction of Cobh than as a genuine symbolic expression of a town remembering its past.     

Classical and Liberal Republicanisms and the New Consumer Culture

United States archaeologists working on the East Coast have recognized a massive discard of consumable goods, such as ceramics and glass, in archaeological contexts that date to the end of the first quarter of the nineteenth century. Explanations for this phenomenon have varied from "changing households" to "style consciousness" to the "Americanization of the U.S. population." I examine the acquisition and eventual discard of consumer goods from several working-class households found at a former industrial armory town, Harpers Ferry. The town is about 60 mi from several coastal port towns and the domestic assemblages display a pattern similar to that of the East Coast sites, although there is a lag of about a decade. While economic models are often used by archaeologists to explain human behavior, cultural patterns are more complex and a variety of phenomena needs to be examined. The growth of consumerism and the eventual massive discard of goods in Harpers Ferry may also be explained by the fall of classical republicanism and the rise of liberal republicanism and romantic ideals in the United States.     

The Liverpool Economy during the War of American Independence, 1775–83

Much has been written about how the American War of Independence, a key imperial event, affected the British Isles. However, within this body of work there is limited reference to Liverpool, which was arguably becoming ‘the second city of empire’. This article attempts to fill this gap in the historiography, and addresses the economic impact of the war upon this key port town. It shows that there were four overall stages to Liverpool’s foreign commerce during this period—initially trade remained broadly steady, then there was a noticeable decline, the penultimate stage marked a sluggish improvement, and finally it was not until the post-war years that a sustained recovery took hold. That said, despite these overall trends, individual markets such as the trans-Atlantic slave trade often had their own dynamics. Although privateers (private ships of war) contributed towards the town’s eventual commercial recovery, this activity was by no means the only factor in explaining this rebound. Furthermore, the American war had an impact upon other sectors of the Liverpudlian economy, including shipbuilding and infrastructure projects. Combined, this evidence suggests that eighteenth-century warfare had positive and negative repercussions for the UK economy. As a result, we learn more about being ‘at home with the empire’.     

Kelenderis Ship—Square or Lateen Sail?

The Kelenderis ship appears in a harbour scene frame that forms one-third of a mosaic floor (the other two-thirds are decorated with geometric patterns). The name of the ship indicates its location, the town once called Kelenderis, in Turkey. The large sailing ship is depicted with a fully-open quadrilateral sail. No anchor or mooring line is indicated, but its static position suggests that the vessel is at anchor. The purpose of this paper is to clarify the intricate type of sailing rig. The Kelenderis ship was researched in detail for the first time by Zaraza Friedman in her 2003 PhD dissertation.
© 2006 The Authors     

Archaeological investigations in Bergen 1980–1986: Some new aspects on the development of the town

The last six years' emergency excavations in Bergen, by pure chance covering the major part of the medieval town, have provided new information on several issues concerning the town's earliest development and structure, enabling us to sketch a development of the two somewhat different from previous suggestions. The original shoreline appears to have left rather less building land than expected, and the evidence for originally two separate centres is strong. A particularly rapid growth in the south suggests this as the major harbour in the town's earliest phase. The settlement expansion in the twelfth century resulted in the gradual merging of the two centres into one town, completed with the rebuilding after the 1248 fire providing an apparently continuous waterfront along the eastern shore of Vågen.     

Geoarchaeology of Tyre's ancient northern harbour,Phoenicia

Tyre's ancient northern harbour has been a source of scientific intrigue and debate for many centuries. Today an insignificant fishing harbour, looking north and sheltered from the dominant winds by a sandstone reef system, is all that remains of the famous Bronze Age, Phoenician, Hellenistic, Roman and Byzantine anchorage havens. In light of this many scholars have long questioned whether the modern port corresponds to its counterpart in antiquity. Here, we provide litho- and biostratigraphical evidence for an ancient harbour approximately twice as large as the present, comprising the modern day harbour and city centre. Four distinct sedimentary units have been identified, translating the different Holocene palaeoenvironments: (1) The Holocene transgressive contact is dated ca. 7800 BP, and lies at the base of a silty-clay lithodependant unit. Our proxies are consistent with a low energy, lagoonal type environment, protected by an extensive reef system. (2) Transition to a coarse sand fraction after ca. 5500 BP is concomitant with the accretion of a semi-protected pocket beach. This environment served as a proto-harbour during the Middle Bronze Age (MBA). (3) After the MBA, artificial harbour sedimentation is represented by a fine-grained silty-sand unit with stress on the natural biosystem. This unit attests to a closed, marine-lagoonal type environment, which existed until around 1500 BP. Dredging activity during the Roman and Byzantine periods explains the absence of 1st millennium BC strata. (4) The economic decline of the ancient city after the Byzantine period is marked by the opening of the basin to greater marine influence, with a progradation of the harbour coastline. Natural sediment infilling diminished the size of the harbour to its present dimensions, lost until now, beneath the Medieval and Modern centres.     

Chihr de l’encens (Yémen)

Frankincense burners found in al‐Shihr’s excavations in Yemen, a frankincense harbour during the Islamic period, represent a rare corpus of this type, which is an indication of both specific use and goods from South Arabia. Although associated with the pre‐Islamic South Arabian kingdoms, the frankincense burner evolved throughout the Islamic period. This is proved by the long chronological sequence of the al‐Shihr site (780–1996). Texts quoting the presence of frankincense, its use and its trade in al‐Shihr are cited in this article to support the reputation of this harbour‐town, which is part of the maritime trade networks of medieval Islam. The aim of this article is to create a renewal of interest in future archaeological research about this object, which is so often neglected in spite of its importance as a testimony of the customs and exchanges that are deeply rooted in Arabian civilisation.