Littérature scientifique sur le sujet « Ancient Naval history »
Créez une référence correcte selon les styles APA, MLA, Chicago, Harvard et plusieurs autres
Consultez les listes thématiques d’articles de revues, de livres, de thèses, de rapports de conférences et d’autres sources académiques sur le sujet « Ancient Naval history ».
À côté de chaque source dans la liste de références il y a un bouton « Ajouter à la bibliographie ». Cliquez sur ce bouton, et nous générerons automatiquement la référence bibliographique pour la source choisie selon votre style de citation préféré : APA, MLA, Harvard, Vancouver, Chicago, etc.
Vous pouvez aussi télécharger le texte intégral de la publication scolaire au format pdf et consulter son résumé en ligne lorsque ces informations sont inclues dans les métadonnées.
Articles de revues sur le sujet "Ancient Naval history":
1
MAHMOUD, Sahira Hussein. « OTTOMAN NAVAL WARS (1454-1918) : (HISTORICAL STUDY) ». RIMAK International Journal of Humanities and Social Sciences 04, no 01 (1 janvier 2022) : 557–76. http://dx.doi.org/10.47832/2717-8293.15.39.
Résumé :
Most researchers focus on the land wars of the conflicting countries in ancient, contemporary, or modern history, which gives naval battles and their effects a second role in the causes of victory or defeat. Ottoman naval power and its battles are no exception. Through my study of most of the Ottoman wars in the ancient Ottoman and modern Turkish sources, I found that the impact of naval warfare is no less important than land wars, although they were not the direct causes of victory or defeat. Therefore, my research came to show the naval battles of the Ottoman Empire and to shed light on their causes and consequences.
2
Papalas, Anthony J. « Book Review : Great Naval Battles of the Ancient Greek World ». International Journal of Maritime History 31, no 4 (novembre 2019) : 944–46. http://dx.doi.org/10.1177/0843871419874006p.
3
Lazenby, J. F. « Naval Warfare in the Ancient World : Myths and Realities ». International History Review 9, no 3 (août 1987) : 438–55. http://dx.doi.org/10.1080/07075332.1987.9640451.
4
Denker, A., et H. Oniz. « ANCIENT SHIPYARD ON TURKEY’S DANA ISLAND : ITS 3D MODELLING WITH PHOTOGRAMMETRY AND COMPUTER GRAPHICS ». ISPRS - International Archives of the Photogrammetry, Remote Sensing and Spatial Information Sciences XLII-2 (30 mai 2018) : 289–96. http://dx.doi.org/10.5194/isprs-archives-xlii-2-289-2018.
Résumé :
Although a small island 2 km off the southern coast of Turkey, Dana Island offers a rich history which is likely to shed light upon the Dark Ages. Starting from 2015 our archaeological team discovered through continuing coastal and underwater excavations 274 shipsheds/slipways there. This discovery places Dana Island among the biggest shipyards of antiquity. The slipways varied in dimensions suitable for vessels of different sizes from small boats to large warships. Historical sources suggest that the name of the island may stem from Yadnana, Yadana or Adana which was mentioned in an Assyrian tablet of the 8th century BC, as an island in the vicinity of Cyprus. Archaeological evidence exists that shows Dana Island had played a significant role in seamanship activities in Levant starting from Neolithic times. A substantial part of the naval campaigns must have involved Dana Island which used be the biggest shipyard/naval base of the Eastern Mediterranean. A 3D model of the island has been made by using photogrammetry and computer graphics methods and simulations were executed to check the hypotheses related to the involvement of Dana Island in the major sea battles of antiquity, such as Sea Battle of Lade in 495 BC.
5
Bhattacharya, Deepak, et Sahadeva Sahoo. « Odra : Naval and Merchant Vessels (Maritime science heritage : Sanatan Nau vigyan : Select discussions) ». Maritime Technology and Research 4, no 2 (1 octobre 2021) : 253758. http://dx.doi.org/10.33175/mtr.2022.253758.
Résumé :
Odra (riparian) is a historical entity, a synonym for the Kalinga empire (India) which was maritime in nature and had a robust seafaring heritage. In this paper, the south-east Asian archipelago nexus is touched upon, along with less well known aspects of Indo-Asian maritime history. Historically-dated artifacts are presented; naval and merchandise issues ranging from the period c.1200 to 1900 C.E., are discussed. A possible depiction of the empire’s fleet (c.12th C.E) is conceptualized. Boat-related numerical calculations are adduced, and associated physics and mechanics of ocean sailing are discussed. Ancient high speed and stable barges are discussed. In-continuum heritage practice and real-time modeling are presented.
6
Ахссан, Раша, et Т. В. Кудрявцева. « NAVAL TACTICS AT THE BATTLE OF SALAMIS ». Вестник Тверского государственного университета. Серия : История, no 1(61) (1 avril 2022) : 92–103. http://dx.doi.org/10.26456/vthistory/2022.1.092-103.
Résumé :
Морское сражение при Саламине между греками и персами, произошедшее в 480 г. до н.э., было одним из самых известных сражений в древней истории. В статье рассмотрен ряд дискуссионных вопросов о подготовке и ходе Саламинского сражения. Анализируются данные о количестве греческих и персидских кораблей, приводимые в источниках, особенно у Геродота и Эсхила, и дискуссия относительно данной проблемы в современной историографии. Внимание было уделено проводимым афинскими и другими греческими кораблями морским маневрам, позволившим грекам, несмотря на малочисленность их кораблей по сравнению с персидскими, разгромить персидский флот и нанести ему большие потери. Делается вывод: в проливе Саламин афиняне использовала громоздкость своих кораблей с выгодой для себя в сочетании со своей военно-морской тактикой. The naval battle of Salamis between the Greeks and Persians in 480 BC was one of the most famous battles in ancient history. The article considers a number of debatable questions about the preparation and course of the Salamis battle. The data on the number of Greek and Persian ships given in the sources, especially those of Herodotus and Aeschylus, and the discussion regarding this problem in modern historiography are analyzed. Attention was paid to the naval maneuvers conducted by the Athenian and other Greek ships, which allowed the Greeks, despite the small number of their ships compared to the Persians, to defeat the Persian fleet and inflict heavy losses on it. It is concluded that in the Strait of Salamis, the Athenians used the bulkiness of their ships to their advantage in combination with their naval tactics.
7
Balletti, C., F. Guerra et A. Lorenzon. « THE VENETIAN <i>GALEA</i> ; : FROM THE WOODEN MODEL TO THE DIGITAL MODEL ». ISPRS - International Archives of the Photogrammetry, Remote Sensing and Spatial Information Sciences XLIII-B2-2020 (14 août 2020) : 1371–79. http://dx.doi.org/10.5194/isprs-archives-xliii-b2-2020-1371-2020.
Résumé :
Abstract. The Venetian galea (galley), dominating the Mediterranean Sea for almost 1000 years, is one of the most emblematic and fascinating objects in the history and culture of the Serenissima Republic of San Marco, the official name of ancient Venice. This boat has changed according to the needs and developments that have taken place over the centuries, proving versatile and powerful in military and commercial use.Unfortunately, no complete specimen has been received, and everything that can be known about galleys derives from paintings made in different eras, in models and in some original parts, kept inside the Naval Historical Museum of Venice.Another source are some manuscripts, where part of the traditional shipbuilding knowledge is handed down. To understand a galley it is necessary to understand which techniques were used by the proti (directors of the ancient shipyard) which differ substantially from the current design.These techniques were the synthesis of knowledge handed down from person to person and which did not make use of design drawings such as are used today. To obtain the reconstruction of a galley, lacking complete original drawings, we collected and analyzed different documentation that testified the ancient forms.The presented work aims to reconstruct a digital model of a galea starting from the photogrammetric and laser scanning survey of a wooden model of the hull of half of a 25-bench galley of the mid-seventeenth century. The surveyed maquette and brought back to the real scale was integrated by some artifacts present at the Naval History Museum of Venice, surveyed with photogrammetric techniques and laser scanning too.In this way a hypothetical configuration was reconstructed (by synthesis of collected and historical data) which shows the shape that this boat could reasonably have had. The result is a digital model, then printed to the scale, obtained by three-dimensional modeling starting from the point clouds of the maquette and the original artifacts. This final model has been compared with all the iconographic and documentary sources for its historical validation.The results obtained were used for a set-up aimed at enhancing the museum, because it was intended for a large audience.
8
Shen, John. « New Thoughts on the Use of Chinese Documents in the Reconstruction of Early Swahili History ». History in Africa 22 (janvier 1995) : 349–58. http://dx.doi.org/10.2307/3171921.
Résumé :
For a long time, scholars have known that the ancient Sino-East Africantrade relationship produced valuable accounts of East Africa in the Chinese imperial archives. Particularly, the historical documents compiled during the T'ang, Sung, and Ming dynasties contain several insightful snapshots of East Africa over the span of 800 years. Unfortunately, due to the difficulty of translating ancient Chinese texts, scholars have not been able to utilize these documents fully. In other cases, scholars have misused the translations to derive conclusions that may not be supported by the original text. In this essay I propose to re-examine the original Chinese sources and the way these sources have been used by subsequent scholars. Furthermore, I shall explore the real or potential contribution of these texts to our understanding of East African coastal history.The primary source of Chinese knowledge about East Africa during the T'ang dynasty (618-907) comes from Ching–hsing Chi (“Record of Travels”) and Yu–yang Tsa–tsu (“Assorted Dishes from Yu–yang”). During the Sung dynasty (960-1279), most of the information is recorded in Chu-fan-chih (“Gazetteer of Foreigners”) and Ling–wai Tai–ta (“Information from Beyond the Mountains”). Finally, the record of the Ming (1368-1644) naval expedition into the western Indian Ocean is preserved in Wu–pei–chih (“Notes on Military Preparedness”), Hsing–ch'a Sheng–lan (“Triumphant Vision of the Starry Raft”), and Ming Shih (“History of the Ming Dynasty”).
9
Oxley, Ian. « Scapa Flow and the protection and management of Scotland's historic military shipwrecks ». Antiquity 76, no 293 (septembre 2002) : 862–68. http://dx.doi.org/10.1017/s0003598x00091353.
Résumé :
IntroductionIn the past Britain has been a global naval, mercantile and industrial power and, as an island which has benefited from successive waves of settlement, its history is inextricably linked to its surrounding seas (Lavery 2001). High volumes of shipping traffic and a long history of seafaring and warfare have contributed to a density of shipwreck remains in UK territorial waters which is likely to be amongst the highest in the world.Recently warship wrecks have been given a significantly higher degree of attention in the UK and world-wide, and the recent ‘scheduling’ of the German High Seas Fleet wrecks under the terms of the Ancient Monuments and Archaeological Areas Act 2979 (AMAA 1979) has led to new challenges in heritage management. At the same time as we are becoming aware of the value of these resources, the administrative, legislative, environmental and social frameworks in which they have to be managed are changing rapidly.
10
Grigoropoulos, Dimitris. « THE PIRAEUS FROM 86 BC TO LATE ANTIQUITY : CONTINUITY AND CHANGE IN THE LANDSCAPE, FUNCTION AND ECONOMY OF THE PORT OF ROMAN ATHENS ». Annual of the British School at Athens 111 (7 janvier 2016) : 239–68. http://dx.doi.org/10.1017/s0068245415000106.
Résumé :
Modern perceptions of the ancient Piraeus have been monopolised by the urban image and function of the port as the naval stronghold of Classical Athens. Existing scholarship so far has tended to consider the post-Classical centuries, especially the era following the sack of the port in 86bcby the Romans, as a period of decline. Such preconceptions, based on largely superficial readings of a few ancient literary texts and a near-total disregard of the material evidence, have created a distorted image of the Piraeus and its significance in the Roman period. Drawing upon textual sources as well as archaeological evidence, this paper explores the changing nature of urban settlement, maritime functions and the economy of the port from the time of its destruction in 86bcto around the sixth centuryad. Particular emphasis is placed on a re-examination of the existing evidence from rescue excavations conducted by the Greek Archaeological Service as they relate to the topography of the Roman port and its long-term evolution. This combined study offers a more complex picture of the infrastructure, urban image and operational capability of the port during the Roman period than was hitherto possible. It also permits a more balanced understanding of the port's function at local, regional and provincial levels, and thus enables comparisons with other Roman ports in the Aegean and the rest of the Mediterranean.
Thèses sur le sujet "Ancient Naval history":
1
Day, Simon Christopher. « Fleets and Prouinciae in the Roman Republic : institutions, administration and the conceptualisation of empire between 260 and 49 B.C ». Thesis, University of Oxford, 2014. http://ora.ox.ac.uk/objects/uuid:29ad413f-bd52-40f9-ae1c-3cb273642cdd.
Résumé :
This research examines how, when and why the Romans assigned and defined the tasks of preparing and commanding fleets during the Republic. In doing so, it brings new evidence to bear on the wider debates about the nature of the prouincia and the institutional and administrative development of the Roman empire. The communis opinio is that a prouincia originally represented a functional “sphere of operation” that was allotted or assigned to a magistrate and that it only later developed a geographical meaning with territorial connotations through the process of “provincialisation.” This research challenges that view through an analysis of the evidence for the definition, assignment and practical use of the prouincia classis and other prouinciae connected with the command of fleets. Drawing upon and analysing the lists of administrative arrangements to be found in the “annalistic” sections of the surviving books of Livy’s History, it argues that prouinciae were defined in specific geographical and functional terms long before the development of permanent territorial empire. This offers a new perspective which points to and elucidates the flexible use of the prouincia as a means of separating magistrates and promagistrates in space or by function in space. It argues that the rationale for this was to limit conflicts between commanders over command and triumphal rights. By combining evidence from a wide range of sources after the loss of Livy’s History from 167, the research shows that the above rationale for demarcating prouinciae still applied in the first century B.C. However, it also demonstrates that there were significant changes with the assignment of vast Mediterranean-wide naval prouinciae in the first half of the first century B.C. It argues that the definition of these prouinciae was made possible by the development of a singular collective Mediterranean-wide ora maritima, which was brought about by the Romans’ increasing “acknowledgement of empire.” The negative political and institutional implications of these developments are also assessed. Finally, in discussing the above, this research also provides new insights into the role and auctoritas of the Senate, the function and freedom of magistrates, and the Romans’ conceptualisation of their empire.
2
Guiot, Hélène. « Waka et construction navale : mobilisation de l'environnement et de la société chez les anciens Polynésiens : approche ethno-archéologique ». Paris 1, 1997. http://www.theses.fr/1997PA010688.
Résumé :
Les chercheurs du domaine océanien ont perçu les bateaux des insulaires du pacifique comme le moyen de déplacement des populations anciennes qu'ils étudient. Or, avant d'être l'outil d'une société, le bateau est l'aboutissement d'un procès de production mise en oeuvre par cette même société dans le cadre de son domaine terrestre; le bateau est un matériau d'étude qui reflète les modes de vie et les comportements des sociétés, lorsqu'elles sont en mer surtout lorsqu'elles s'installent, vivent et se développent sur un territoire. Ce travail s'est orienté, dans une démarche ethno-archéologique, vers une étude technologique qui utilise la chaîne opératoire comme outil descriptif et analytique, afin d'exploiter le potentiel d'informations dont est porteur le Waka (terme adopté dans cette étude, qui désigne les embarcations proto-polynésiennes, à balancier ou à double coque) pour la compréhension des modes de vie de l'ancienne société polynésienne. Après avoir établi le procès opératoire de la construction d'un Waka à deux coques (Tipaerua) et d'un Waka à balancier (Va'a motu), à Tahiti, au moment du contact avec les européens, l'étude s'est élargie à un cadre géographique plus vaste, incluant des archipels de Polynésie occidentale et orientale. Cette démarche met en relief des questions d'ordre méthodologique ( limites d'une chaîne opératoire, définition de l'acte technique en Polynésie où le rituel est indissociable de l'action sur la matière). De plus, la construction du Waka, et le Waka lui-même, apparaît comme un fait social total. L'ancienne société polynésienne révèle une pratique efficace de l'agroforesterie et de la sylviculture, impliquant une connaissance intime de l'environnement végétal, et des croyances associées. La détermination de constantes synchroniques et diachroniques et la mise en évidence de la place fondamentale du Waka au sein des anciennes sociétés polynésiennes ouvrent de nouvelles voies de recherche archéologique, théorique ou de "terrain"Archaeologists of the oceanian area have perceived boats of islanders of the pacific as the way of displacement of ancient populations that they study. Now, before to be the instrument of a human society, the boat is the outcome of a production process brought into action by this society within the framework of its terrestrial area ; the boat is a subject of study that reflects ways of life and behaviors of societies, when they are at sea and especially when they settle, live and develop on a territory. This work has oriented, in an ethno-archaeological view, to a technological study that uses the operating process as analytic and descriptive way, so as to take advantage of the potential of information typical of the waka (term adopted in this study, that designates proto-polunesian -outrigger or double hulled- boats) for the comprehension of ways of life of the ancient polynesian society. After having established the operating process of the construction of a double hulled waka (tipaerua) and an outrigger one (va'a motu) of Tahiti, to the time of the contact with Europeans, the study has widened to a vaster geographical framework, including archipelagoes of oriental and western Polynesia. This approach puts in relief of questions of methodological order (limits of an operating process, definition of the technical act in Polynesia where the ritual is highly complementary of the action on the matter). More, the construction of the waka, and the waka itself, appears as a total social fact (defined by mauss). The ancient polynesian society reveals an efficient practice of the forestry and the forestry, implying an intimate knowledge with the vegetable environment, and beliefs associated. The determination of synchronic and diachronic constants and the obviousness of the fundamental part of the waka for the ancient polynesian society open new prospects for the theoretical and field archaeological research
3
Esposito, Serena. « Marins et bateliers dans l'Égypte du IIIe millénaire av. J.-C. : histoire institutionnelle, économique et sociale ». Thesis, Sorbonne université, 2020. http://www.theses.fr/2020SORUL056.
Résumé :
Pendant l’Ancien Empire et la Première Période intermédiaire, l’augmentation progressive des activités nautiques individuelles et l’accès à des embarcations privées s’accompagnent d’opérations navales mises en place par le pouvoir central. Ces missions impliquaient le recrutement de chefs d’équipes spécialisés dans la navigation, mais aussi dans la gestion humaine des diverses catégories d’officiers présents à bord. En effet, l’activité de l’ensemble de l’équipage ne se limitait pas à la navigation à proprement parler : les marins étaient aussi directement impliqués dans les différentes phases des misions terrestres. Ils étaient présents dans des opérations militaires et commerciales extérieures ; ils pouvaient aussi intervenir dans le cadre des grands chantiers royaux et dans l’extraction de matières premières dans les mines et carrières. Les sources épigraphiques montrent la capacité d’adaptation de ces fonctionnaires dans différents contextes d’opération. Cette thèse propose une analyse nuancée du rôle administratifs de ces hommes. L’objectif principal est d’illustrer les relations horizontales entre les différents officiers de la marine (hiérarchie interne) et leurs liens verticaux avec les hautes institutions de l’État. La perspective générale est celle d'une institution maritime temporaire dont les acteurs - issus de milieux sociaux différents - étaient occasionnellement et périodiquement impliquésDuring the Old Kingdom and the First intermediate period, in addition to a progressive increase of individual nautical activities giving access to private property of boats and skiffs, an institutional control of some nautical operations implied the recruitment of specialized bureaucrats controlling different categories of crew officials. Their activities were not limited to those on board of the ship: sailors and boatmen were indeed involved in different kinds of land missions. They participated in military and commercial operations in the peripheral regions; they were also in charge of seasonal and periodical tasks in building projects and in quarries, organising the boarding and the transportation of heavy materials from the point of extraction to the point of use. This PhD thesis suggests a nuanced analysis of the administrative role of the most important categories of officials involved in the naval sphere. The main goal is to illustrate the horizontal relations between naval officers and their vertical links with the high state institutions. The general perspective is that of a “temporary” maritime institution whose actors – stemming from different social milieu – were occasionally involved
4
Barkaoui, Abdelhamid. « Recherches sur les activités militaires des Carthaginois sur mer depuis les origines jusqu'en 146 avant J. C ». Paris 4, 1989. http://www.theses.fr/2001PA040216.
Résumé :
Le peuple carthaginois a su hériter et mettre en place un réseau portuaire en Méditerranée occidentale capable de répondre aux besoins de ses bâtiments de guerre dans leurs sorties de leur port d'attache, Carthage. Tout en étant à jour des différentes techniques de construction navale, l'arsenal de Carthage est allé jusqu'à marquer de ses empreintes les chantiers méditerranéens en mettant à flot la tétrère. Si l'emprise navale sur Carthage a été assez nette jusqu'à la première guerre punique et surtout avec le régime oligarchique et le Conseil des Cents, cet engouement semble marquer le pas avec les BarcidesThe Carthaginian people knew how to inherit and to set up a network of harbour installations in Occidental Mediterranean able to meet the needs of its warships when leaving their home port, Carthage. .
Livres sur le sujet "Ancient Naval history":
1
Starr, Chester G. The influence of sea power on ancient history. New York : Oxford University Press, 1989.
2
Casson, Lionel. The ancient mariners : Seafarers and sea fighters of the Mediterranean in ancient times. 2e éd. Princeton, N.J : Princeton University Press, 1991.
3
Guillerm, Alain. La Marine dans l'Antiquité. Paris : Presses universitaires de France, 1995.
4
Beresford, James. The ancient sailing season. Boston : Brill, 2013.
5
Herman, Zvi. ʻAmim, yamim, oniyot. 8e éd. Tel-Aviv : Devir, 1993.
6
Pagès, Jean. Recherches sur les thalassocraties antiques : L'exemple grec. Paris : Economica, 2001.
7
Pagès, Jean. Recherches sur les thalassocraties antiques : L'exemple grec. Paris : Economica, 2001.
8
Tilley, A. F. Seafaring on the ancient Mediterranean : New thoughts on triremes and other ancient ships. Oxford, England : John and Erica Hedges, 2004.
9
Pagès, Jean. Recherches sur la guerre navale dans l'Antiquité. Paris : Economica, 2000.
10
Medas, Stefano. De rebus nauticis : L'arte della navigazione nel mondo antico. Roma : L'Erma di Bretschneider, 2004.
Chapitres de livres sur le sujet "Ancient Naval history":
1
Williams, David M., et Andrew P. White. « Naval History ». Dans A Select Bibliography of British and Irish University Theses about Maritime History, 1792-1990. Liverpool University Press, 1991. http://dx.doi.org/10.5949/liverpool/9780969588504.003.0014.
Résumé :
A bibliography of post-graduate theses concerning Naval History, subdivided into the Royal Navy; Naval Administration; Procurement and Logistics; Vessels; Ordnance, Gunnery and Ballistics; Naval bases and yards; and a comprehensive breakdown of Naval History by Era, spanning Ancient and Modern through to 1990.
2
Chircop, John. « Maltese Maritime Historiography : A Critical Assessment ». Dans New Directions in Mediterranean Maritime History. Liverpool University Press, 2004. http://dx.doi.org/10.5949/liverpool/9780973007381.003.0005.
Résumé :
This chapter provides a critical evaluation of the maritime historiography of Malta. It determines the two major interests are commercial and naval, at the expense of other sub-disciplines such as fishing. The author points to cultural hegemony and Western Eurocentric viewpoints as particular causes of bias within Maltese maritime history, then proceeds to details naval, shipping, trade, and harbour-related publications. The final part of the chapter is devoted to social history publications and the academic attempts to restore the numerous gaps in the history relating to areas such as fishing communities, maritime art, and ancient rites and rituals.
3
Kraska, James, et Raul Pedrozo. « Introduction ». Dans Disruptive Technology and the Law of Naval Warfare, 1–14. Oxford University Press, 2022. http://dx.doi.org/10.1093/oso/9780197630181.003.0001.
Résumé :
Throughout history, seapower has been a function of marine technology. For two millennia, rowed galleys were used to project seapower, with little material difference between a galley in the ancient world and one fighting at the Battle of Lepanto in 1573. The ships had limited ability to project power and most of the fighting was done hand to hand. With the development of the all-sail carrack and caravel in the 14th century, warships had a higher freeboard and could travel in heavier seas, and needed far fewer crew, opening space for cargo and cannons. With the introduction of firearms on board, warships developed into warfighting platforms that could strike from a distance. The shift from sail to steam provided longer endurance. Improvements in gunfire slowly increased the range and accuracy of these weapons, the development of aircraft and the aircraft carrier; and after the Second World War, the missile made gunfire obsolete. Recent advances in naval technology and long-range precision strike missiles now threaten the survivability of aircraft carriers and surface ships, as states turn toward unmanned and autonomous weapons. China and Russia in particular, are using these technologies to develop unconventional force structure to challenge the United States. Rogue states mix emerging technologies with asymmetric strategies or “gray zone” coercion to demoralize, disorient, and subdue their neighbors. Yet, control of the sea lanes connecting the United States to its allies in Europe and Asia remains the cornerstone of U.S. foreign policy.
4
Fant, Clyde E., et Mitchell G. Reddish. « Samos ». Dans A Guide to Biblical Sites in Greece and Turkey. Oxford University Press, 2003. http://dx.doi.org/10.1093/oso/9780195139174.003.0022.
Résumé :
The island of Samos, one of the most pleasant of all the Greek islands, played an important role in both Greek and Roman history. The significance of Samos was due to its strategic location and its fame from three sources: the Great Temple to Hera, one of the most renowned in the ancient world; the Tunnel of Eupalinus, one of the great engineering feats of antiquity; and two of its most famous citizens, the moralist Aesop and the mathematician Pythagoras, of Pythagorean theorem fame. Samos is located only 1 mile from the shore of western Turkey. It received its name, according to Herodotus, because of its mountainous terrain. Samos means “high land” and seems to have been derived either from the Phoenician word sama or from the Ionian word samo, both of which have the same meaning. (Another island to the north has a similar name, Samothrace, which means the samos of nearby Thrace.) This relatively small island, 14 miles wide and 27 miles long, shows evidence of occupation at least as early as the 4th millennium B.C.E. Later, abundant evidence attests to further occupation in the Early Bronze Age by the Mycenaeans. Likewise, the Ionians established colonies on the island during the early Iron Age and it subsequently became a great naval power. Sometime during the 8th century B.C.E., Samos obtained land on the opposite coast of Asia Minor, which led to ongoing conflict with neighboring Priene. The most famous, and infamous, ruler of Samos was Polycrates, the tyrant who ruled from approximately 550 B.C.E. until 522 B.C.E., when he was lured to Asia Minor and subsequently crucified by the Persians. During his reign, according to Strabo, the naval fleet of Samos became the first to rule the Aegean Sea since the days of the Minoan civilization. Polycrates established a cultured court, encouraged fine arts, and invited the famous hydraulics engineer Eupalinus of Megara to construct the great water tunnel that became known as the Tunnel of Eupalinus. Other public works projects included the construction of great walls around the city.
5
Fant, Clyde E., et Mitchell G. Reddish. « Cenchreae ». Dans A Guide to Biblical Sites in Greece and Turkey. Oxford University Press, 2003. http://dx.doi.org/10.1093/oso/9780195139174.003.0012.
Résumé :
Today it is hard to imagine the busy harbor of ancient Cenchreae, one of the most important ports in the Roman world, at the desolate spot on a small bay that marks its former location. Yet the underwater ruins there still suggest the history of famous travelers, such as the Apostle Paul, whose feet once walked on the sunken stones. To reach Cenchreae, follow the signs from Corinth to Isthmia and continue toward the village of Keries, some 3 miles past Isthmia. The site is not well marked but is easily discernible from the road. Cenchreae, the eastern port of Corinth on the Saronic Gulf, enabled maritime travel and commercial activity between Asia Minor and Corinth. The harbor was certainly in existence by the time of the Peloponnesian War and likely was constructed considerably earlier. It was first mentioned by Thucydides in his description of the attack by the Athenians upon Corinth in 425 B.C.E. The site was abandoned following the destruction of Corinth in 146 B.C.E., but new harbor facilities were built when Julius Caesar revived Corinth in 44 C.E. Two new moles (breakwaters) were added at that time to provide a deep-water port. Strabo later described Cenchreae as the naval station of Corinth, 70 stadia (7 miles) to the east, and the port used for its trade with Asia (the western coast of Asia Minor, modern Turkey). Pausanius said that the harbor got its name from Cenchreas, the son of Poseidon and Peirene. He described Cenchreae as having a bronze statue of Poseidon on a mole that extended into the sea at the southern end of the harbor, with temples of Isis and Asclepius at the same end of the harbor. A temple of Aphrodite stood at the north side of the harbor. Cenchreae also was the port used by the Apostle Paul in the 1st century in his travels to Asia Minor and Syria. The harbor was badly damaged by earthquakes and tidal waves in 365 and 375 C.E., but it was later restored and continued to be a significant port until its final destruction by the Slavs around 580 C.E.
Actes de conférences sur le sujet "Ancient Naval history":
1
Макарова, О. М. « HISTORY OF THE ATHENIAN EMPIRE IN THE WORKS OF V. M. STROGETSKY ». Dans Конференция памяти профессора С.Б. Семёнова ИССЛЕДОВАНИЯ ЗАРУБЕЖНОЙ ИСТОРИИ. Crossref, 2021. http://dx.doi.org/10.55000/mcu.2021.60.19.001.
Résumé :
В статье подвергается анализу концепция становления афинской империи в V в. до н. э. в работах известного российского специалиста по истории Древней Греции В. М. Строгецкого. В 1980–1990-е гг. обратившись к изучению данных сюжетов в рамках исследования обстоятельств противостояния в V в. до н. э. Пелопоннесского и Первого афинского морских союзов за гегемонию в Греции, В. М. Строгецкий считал, что активная фаза формирования основ афинского империализма должна быть отнесена к периоду 460–440 гг. до н. э. и связана с внешнеполитической деятельностью Перикла. Не принимая предложенного Г. Мэттингли понижения датировки основных эпиграфических свидетельств подчинения союзников Афинами, В. М. Строгецкий считает их не вызванными обстоятельствами тяжелой Пелопоннесской войны, а свидетельством планомерного и постепенного усиления гнета афинян в рамках союзного объединения, получившего в историографии традиционное наименование афинской империи. The article dwells upon the concept of the formation of the Athenian empire in the 5th century BC in the works of the Russian historian of Ancient Greece V.M. Strogetsky. Initially this problem gained his interest as а part of the study of confrontation between the Peloponnesian League and the Delian League for hegemony in Greece in the 5th century BC. During the 1980–1990s. V. M. Strogetsky believed that the active phase of the formation of the foundations of Athenian imperialism should be attributed to the period 460–440 BC and must be considered as the political program of Pericles. V. M. Strogetsky has not accepted the lowering of the dates of the main epigraphic evidence of Athenian imperialism, proposed by H. Mattingly. He considers it not to be caused by the difficulties of the Peloponnesian war, but sees it as an evidence of the planned and gradual increase in the oppression of the allies by the Athenians within the naval union, which in historiography received the traditional name of the Athenian empire.
2
Hardanto, Lilik Tri. « Understanding the Facies Architecture of a Fluvial-Aeolian of Tensleep Formation Using a Machine Learning Approach ». Dans SPE/IATMI Asia Pacific Oil & Gas Conference and Exhibition. SPE, 2021. http://dx.doi.org/10.2118/205733-ms.
Résumé :
Abstract Many aeolian dune reservoirs are built from various dune types, and many may remain unrecognized in subsurface work. The challenge is to tackle the complex geological architecture of dune types within the Teapot Dome dataset caused by wind and water erosion. Machine Learning (ML) helps predict facies architecture away from boreholes using seismic attributes and facies logs. It provides a detailed understanding of the facies architecture analysis of the relationship between the fluvial–aeolian environment in Tensleep Formation based on seismic and well data. It allows operators to wisely assess their hydrocarbon reservoir, improve safety, and maximize oil and gas production investment. The data from the Teapot Dome field (Naval Petroleum Reserve No.3 - NPR-3) provides a good testing ground for Machine Learning, as it is easy to validate and prove its value. This study will show how the ML supervised learning method incorporating Neural Network Seismic Inversion (NNSI) can successfully create porosity log and facies volumes. Moreover, unsupervised learning using Multi-Resolution Graph-based clustering (MRGC) can be used to classify the facies logs. NNSI has 0.963 for the cross-correlation coefficients for all wells. The ML approach was used to help recognize the type of aeolian dune reservoirs in the subsurface and correlate the well log and facies volumes. In addition, ML allowed the distinct sequences and reconstruction of their depositional history in the Tensleep Formation. This study also refers briefly to other examples of fluvial-aeolian facies architecture worldwide. It successfully found the ancient model in an existing modern fluvial-aeolian environment, revealing hidden information about facies architecture based on the geometrical shape of geobodies in the oil-producing reservoir in the Tensleep Formation.
3
Zunno, Antonio. « La fortezza e il suo giardino : uno sguardo dal mare ». Dans FORTMED2020 - Defensive Architecture of the Mediterranean. Valencia : Universitat Politàcnica de València, 2020. http://dx.doi.org/10.4995/fortmed2020.2020.11368.
Résumé :
The fortress and its garden: a view from the seaThe Fortress was built from 1554, on the ruins of an ancient convent, at the behest of Philip of Austria, and it was completed in about 55 years under the direction of Giulio Cesare Falco, knight of the Order of Malta and Captain General against the Turks. The maine structure, called Forte a Mare, was joined with the Opera a Corno, a mighty rampart with the function of enclosure of the intermediate island, separated from the other island in 1598 by the construction of the Angevin canal: here were arranged the lodgings of the troops and garrisons. Castello and Forte, were named by the Spaniards Isla Fortalera que abre el Puerto Grande, because of its particular position to protect the port. The complex was entrusted to the Germans in 1715, then conquered by the French Revolutionaries and, in 1815, re-annexed to the Kingdom of Naples and destined to lazaretto. A period of decline follows until the end of the 19th century when Brindisi became a first class naval base and the fort became a garrison of the Royal Navy, destined, during the Great War, to recover torpedoes and detonators The recovery of the complex, starting in the 1980s, allowed the conservation of the structures but was never included in a real valorisation program. With this intervention in progress, a first visit is expected through the visit from the walkways through a circular route from the Castle to the whole Opera in Corno: the itinerary will allow you to retrace the history of the Fortress and enjoy a unique view from the high towards the sea, also through the passage in a curtain of Mediterranean scrub that has colonized the walls over the centuries, creating a veritable hanging garden on the sea. The aim is to lead the visitor to the rediscovery a forgotten place that is closely connected to the coastal landscape, for which it is a privileged point of view also in relation to the city and the port.