ADRION, Charter Routes from Antiquity to Modern Times
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APPRODI ADRION, Charter routes from antiquity to modern times (EBOOK) ADRION, Charter routes from antiquity to modern times Publishers University of Zadar University of Teramo Homeless Book - Faenza (IT) APPRODI ADRION, Charter routes from antiquity to modern times Editor Nico Bortoletto (EBOOK) Technical Editor Branko Kasalo Graphic design and layout Grafikart, Zadar ISBN: 9788832761870 (ebook) Irena Radić Rossi Contents University of Zadar 120 Historical, archaeological, geophysical and geological research of Nico Bortoletto the Old Port of Dubrovnik, with special emphasis on the Kaše breakwater Teramo University 7 Introduction Serđo Dokoza University of Zadar Egidio Ivetic 152 The connection between the medieval Dalmatian communes and the University of Padua other side of the Adriatic on the example of Korčula 12 The Adriatic Sea as a Space of Transnational History Georgios Theotokis Mithad Kozličić Ibn Haldun University University of Zadar Mateo Bratanić 167 The southern Adriatic Sea and the Ionian Sea: Corfu in the crossroads University of Zadar between the Orient and the Occident 25 Adriatic navigation routes in antiquity Rita Salvatore Mateo Binasco Teramo University University for Foreigners of Siena 178 From heritage places to ecotourist destinations: processes and strategy 39 The pilgrimage paths: elements for a better understanding of the medieval de- to manage social change velopments of Adriatic-Ionian Routes Emilio Cocco Marinangeli Lucia, University of Teramo Universita’ G. d’Annunzio 186 Towards an open, relational and community based regeneration of the Pompilio Loredana waterfront: turning the ancient harbors of the Adriatic into eco-tourist Istituto per il Rilevamento Elettromagnetico dell’Ambiente Menozzi Oliva destinations Universita’ G. d’Annunzio Antonelli Sonia Universita’ G. d’Annunzio Di Pretoro Euclide Universita’ G. d’Annunzio Orlandi Maria Luisa Universita’ G. d’Annunzio 51 A geo-archeological approach applied to the Ortona coast (central Adriatic) Vaios Vaiopoulos Ionian University Theodore Pappas Ionian University 75 Ancient Harbors in their historical and archaeological Setting: The Case of Corfu 7 Nico Bortoletto Teramo University Introduction The Adriatic Sea has always been a busy sea from every point of view. Egidio Ivetich explains it well in an essay presented in this volume and in one of his recent works called “History of the Adriatic”. The traffic in this Sea can be measured according to the number of ships that, before the pandemic, used to land and depart from the Adriatic ports: more than 40.000 in total. An impressive number especially if compared to its Western sibling, the Tyrrhenian Sea whose yachting traffics are more intense. If we compare the current situation with a not too distant past, we can understand how the role of this “liquid territory” (a neologism invented by the memorable Fernand Braudel) - as a system of relationships- has not changed much. An immense “space-movement”, an impressive traffic system made of liquid plains connected through a series of wide or narrow doors. Herodotus, who believed the Adriatic was not a sea but rather a piece of land, was the first one to recognize the ambivalence of this Sea whose function has always been to connect rather than divide. Certainly, as we can see below, the Mitteleuropean vocation of this Sea has decreased dramatically. The most significant ports of the Adriatic, from an historical point of view, Trieste, and Rijeka - which represent the most important outlet of the traffics in the industrial area of the Po Valley- have been largely surpassed by Ravenna and, above all, by Ancona and Venice which gather most of the traffic related to the goods, people, and trade flows. A distinctive feature of this Sea that we can recognize nowadays, as in ancient times, is its tendency towards specialization, towards conformity between ports: on one hand, goods refer to other cargo ports, mostly those with logistic platforms in line with the original productive area; on the other, people, especially tourists moving mostly from (north-) west to (south-) east. Despite this shift of centrality between ports, which as we will see is something that over the centuries has often occurred between Adriatic ports, it is possible to make a distinction between traffics that can be defined as longitudinal - that is traffics that connect the Mitteleurope with the Mediterranean and the Black Sea - and diagonal traffics which used to connect the western and eastern shores. The latter were not so developed in terms of goods and people’s flows, but culturally speaking, they were extremely important, especially if we consider the history of this Sea, where the Italian and Balkan shores were involved in some forms of contamination often considered as a series of never-ending antagonisms with no apparent solutions. The Adriatic Sea has become part of the history of the peoples who lived there, first as a possibility, and then as a road and as a history. The Greeks sailed along it, especially close to the Dalmatian coast, founding Epidarum (The Republic of Ragusa) and Epidamon (Durres), and reaching Spina which served as a crossroad for trading with the inhabitants of the Po Valley and Etruria. The Romans made use of the Adriatic space (the so-called Superum Sea) to expand their domains towards the Aegean Sea and the Asia Minor, by taking advantage of the peninsular harbors that could better serve as strategic links with the East. On one hand, if the Italian coast had the port of Brindisi, connected to Rome by the Appian Way; on the other hand, the opposite shores had the port of Durres which used to connect the Thessaloniki sea, and later the Constantinople one, through the Via Egnatia in Macedonia. From a strategic point of view, the Romans believed that the very centre of the Adriatic 8 ADRION, Charter routes from antiquity to modern times Nico Bortoletto | Introduction 9 Sea, besides the important crossroad represented by the Brindisi port, was the city of Rimini where shipped to the ports of Zadar, Split and Ragusa. In the Po Valley, the production and export of hemp the so-called Via AEmilia, Via Flaminia and Via Popilia used to intersect. This multi-modality, that is grew, and in some areas of the Marche region there was a significant expansion of cereal crops. the constant search for some sort of contiguity between the land and sea connections, was one of the distinctive features of the Roman strategy which allowed them to exploit the Adriatic Sea as a From a manufacturing point of view, there is a sort of specialization process: many products major roadway and turning it as an entirely Roman Sea: something that will never happen again in comings from Dalmatia, the Venetian hinterland and the Mitteleurope are shipped to Venice, while the course of history, not even during the Venetian domination. in Ancona (and Rimini) it is possible to witness a specialization in the trade of Florentine fabrics, of Fabriano paper, of Umbrian potteries and of many other manufactured articles produced in Tuscany And like every story, even the Adriatic has its own protagonist: La Serenissima. Originally located, in (gold smithery, weapons, leather, etc.). Finally, the passage of people in the Adriatic Sea was quite the Early Middle Ages, in Ravenna - as a buffer city between the Barbarian Kingdoms and the Byzantine consistent. After the great plague in the first half of the 14th century, the job gaps in the labour Empire- La Serenissima managed to implement a markedly pragmatic and strategically fruitful market of the flourishing Italy were filled by people coming from the Dalmatian and Albanian coasts. policy, achieving some great results like the hijack of the Fourth Crusade against Constantinople The western shore of the Sea appeared to the Orientals like a sort of fertile paradise, already at the and the subsequent conquest of the primary role in what the historians call the 13th Century “trade end of the 14th century. The trade towns used to capture and select outcasts and fugitives coming revolution”. The very core of this revolution was the creation of a real Trust by La Serenissima: from the Balkan hinterland (often coming from the ancient Klis, right above Split, which used to be the salt trust (J.C. Hoquet) whose production and trade processes begin, at first, in the Venetian a Turkish territory), running away from the Turkish invasions. Only those that were good enough for lagoon, to be later extended to the Istrian-Dalmatian Centres and then to Romagna. The salt will war and crafts were invited to stay. From the second half of the 15th century, right after the Turkish soon become the keystone for the construction of a trade system that will reach its very peak conquest of most of the Balkans, this flow of people will become more intense, to start progressively between the 15th and 16th century. But, above all, the salt was crucial for the establishment of a decreasing from about the 16th century onwards. control and a dense network of trade routes that will constitute the ganglions and the nodes of an extensive network which will turn out to be a self-supporting system until the decline of the so- Ancona and Ragusa took great advantage of these flows of goods and people, triggered by what we th called Stato da Mar. The control over such an intense network of communications was given by the may call nowadays as a new trade model. Especially Ragusa which, during the 16 century, threatened galleys, long and narrow boats that could be maneuvered with rapidity and accuracy since they were the Venetian trade monopoly over its Sea. Consequently, the Republic of Venice, in order to limit the structurally equipped with oars. As a result, they were extremely ideal for battle. In times of peace, attractiveness of the nearby Ragusa, started an expansion project of the port of Split.