Cabotage at Aperlae in Ancient Lycia

Aperlae was a small remote maritime city in ancient Lycia with a millennial floruit (late 4th century BC through the late 7th century AD). The harsh terrain of its hinterland forced a reliance on the Mediterranean from its founding to its demise. The Aperlites stabilized and enhanced their urban waterfronts in modest ways over the centuries, but basically they maintained and sustained their intimate relationship with the sea without elaborate docking or harbour installations. Fishing, probably a primary industry, centred on the harvest of murex trunculus , the marine mollusk from which purple dye was made. This valuable commodity appears to have been produced in Aperlae for export to Andriake, the international emporium of nearby Myra, for transshipment to textile centres throughout the Mediterranean. There, coastal traders also acquired the necessities and luxuries the city needed but did not produce. Proxy evidence, impressive archaeological features on land and under the sea, speaks to moments of prosperity for Aperlae well beyond mere subsistence. Cabotage was this secondary port's enduring lifeline.     

A Late Antique Ceramic Assemblage at Burgaz,Datça Peninsula,South‐west Turkey,and the ‘Normality of the Mixed Cargo’ in the Ancient Mediterranean

By combining underwater survey with formal and compositional study of ceramics, recent work at Burgaz (south‐west Turkey) reveals a late 6th‐ or 7th‐century assemblage of wine and perhaps other agricultural products carried in LR1 and LR2‐related amphoras. Representing various south‐east Aegean and likely Cilician producers, the mixed cargo aboard this probable shipwreck offers insights into the complex dynamics of seaborne distribution at the end of Antiquity. This brief study also underscores the need for documentation in underwater survey of amphora forms and fabrics, particularly those from a period characterized by intensified and diversified production of supra‐regional ceramic types.     

Amplified British Aviation Authority in Africa, 1947–1960: Regulation of Low-cost Overseas Airlines

ABSTRACT

Britain first exerted considerable civil and military aerial authority in Africa in the 1920s and 1930s. The occasional but striking presence of British pioneer pilots and aircraft was soon followed by formal agreements about Empire airbases, and operation of imperial airline service. During the Second World War, all British aviation resources in Africa were tailored to mobilising and executing military action. At the end of the War, Britain’s nationalised airline resumed scheduled commercial services to and from Africa. In the post-War Commonwealth there was demand for air services at lower prices than Britain’s flag-carrying airline offered. Private charter airlines provided long-haul but low-cost ‘trooping’ flights, ‘colonial coach’ passenger flights, and ‘tramp’ cargo flights, and consolidated and extended British aerial presence and influence in Africa. Mostly, London set and managed the regulatory regime under which they operated. Coloniality provided a key licensing element. In the 1950s, before widespread decolonisation, the authority for the least expensive long-haul flying across Africa vested in layers of complex regulation in Britain.