Memoria histórica de la movilidad en la Península Ibérica: Redes de transporte en SIG.
... The Ebro River was used as a transport route from the Roman era to the Modern Age. Classical authors like Pliny or Strabo offered information about the navigability of some of the Iberian rivers (Parodi 2001;Carreras and De Soto 2010). ...
... One of the most transcendental elements of this project has been the establishment of the values for the calculation of transport costs and times. So far, data obtained in previous projects have been used (De Soto 2010a; Carreras and De Soto 2010). To perform the calculations on the functionality of the transport network, two different types of values are distinguished. ...
... Pliny the Elder (NH VI, 102) documented a trip across the Nile River upstream between the Delta and Coptos that lasted 12 days, although the case of the Nile is not exactly comparable to the rivers of the Iberian Peninsula. These data together with other ethnographic information Carreras and De Soto 2010) allowed to establish a speed of 2.51 km/h for the transport of merchandise by river downstream, while a speed of 0.62 km/h has been established for the upstream transport. In order to improve the final calculations on river speeds, other recent bibliographical sources will be taken into account (Cooper 2014;Malmberg 2015). ...
This open access book demonstrates the application of simulation modelling and network analysis techniques in the field of Roman studies. It summarizes and discusses the results of a 5-year research project carried out by the editors that aimed to apply spatial dynamical modelling to reconstruct and understand the socio-economic development of the Dutch part of the Roman frontier (limes) zone, in particular the agrarian economy and the related development of settlement patterns and transport networks in the area. The project papers are accompanied by invited chapters presenting case studies and reflections from other parts of the Roman Empire focusing on the themes of subsistence economy, demography, transport and mobility, and socio-economic networks in the Roman period.
The book shows the added value of state-of-the-art computer modelling techniques and bridges computational and conventional approaches. Topics that will be of particular interest to archaeologists are the question of (forced) surplus production, the demographic and economic effects of the Roman occupation on the local population, and the structuring of transport networks and settlement patterns. For modellers, issues of sensitivity analysis and validation of modelling results are specifically addressed. This book will appeal to students and researchers working in the computational humanities and social sciences, in particular, archaeology and ancient history.
... ⁸ See Carreras and de Soto (2010); De Soto (2019). ⁹ Brughmans (2013). ...
... This methodology merely generates a formal logical overview of costs related to patterns of the distribution of products. ²⁰ Carreras and de Soto (2010). ²¹ Erim and Reynolds (1970); Habermann (1990); Lauffer (1971); Mitchell (1976); Roueché (1989). ...
... ²² Laurence (1999). ²³ De Soto (2010); Carreras and de Soto (2010;. When the Romans disembarked in the Iberian Peninsula in 218 , they settled in coastal locations with good harbour facilities such as Emporion, Tarraco, or Carthago Nova. ...
The use of formal modelling and computational simulation in studies of the Roman economy has become more common over the last decade. But detailed critical evaluations of this innovative approach are still missing and much needed. What kinds of insights about the Roman economy can it lead to that could not have been obtained through more established approaches, and how do simulation methods constructively enhance research processes in Roman Studies? This edited volume addresses this need through critical discussion and convincing examples. It presents the Roman economy as a highly complex system, traditionally studied through critical examinations of material and textual sources, and understood through a wealth of diverging theories. A key contribution of simulation lies in its ability to formally represent diverse theories of Roman economic phenomena and test them against empirical evidence. Critical simulation studies rely on collaboration across specialisms in Roman data, theory, and method, and can constructively enhance multivocality of theoretical debates of the Roman economy. This potential is illustrated, avoiding computational and mathematical language, through simulation studies of a wealth of Roman economic phenomena: from maritime trade and terrestrial transport infrastructures, through the economic impacts of the Antonine Plague and demography, to local cult economies and grain trade. Through these examples and discussions, this volume aims to provide the common ground, guidance, and inspiration needed to make simulation methods part of the tools of the trade in Roman Studies, and to allow them to make constructive contributions to our understanding of the Roman economy.
... El presente artículo intenta aportar nuevos elementos a la discusión a partir de la distribución demográfica de la población en la provincia de la Hispania Citerior y su movilidad, o sea la capacidad de desplazarse hacia una capital de conventus próxima. Desde hace años, se ha venido analizando, con la ayuda de sistemas de información geográfica (SIG), tanto la movilidad en la península ibérica en época romana (De Soto y Carreras, 2009;Carreras y De Soto, 2010) como la distribución de su población (Carreras, 2014), y se considera que ambas variables pueden facilitar la lógica de los límites de los conventus iuridici. ...
... Por ello, también resulta relevante el papel de la configuración de la red de transportes romana en la provincia Citerior como medio de circulación y vinculación social. Desde hace años se ha venido estudiando la movilidad en la Hispania romana a partir de análisis de redes (SIG), recreando distancias, tiempos y costes en las condiciones de época romana (De Soto y Carreras, 2009, 2021Carreras y De Soto, 2010). ...
... Se crea, por tanto, una red ponderada (Barrat et al., 2004). De este modo, el resultado de la conectividad en este artículo debe entenderse como la suma de valores que se asigna a partir del cómputo de las distintas vías y su valor (vía romana secundaria-1, vía principal-2, puerto fluvial-3 y puerto marítimo-4) (Carreras y De Soto, 2010). El resultado es un mapa en el que los colores azules representan los territorios mejor comunicados, mientras que los colores cálidos (amarillos-rojos) son zonas con dificultades de comunicación. ...
En los últimos años, ha existido un creciente interés en los conventus iuridici de la Hispania romana
como una división provincial original. El presente artículo pretende ampliar la discusión sobre la
forma de los conventus y la gira judicial de los gobernadores y sus asistentes (iuridici), de acuerdo
con la demografía y la accesibilidad al transporte, en este caso aplicado a la provincia de la Hispania
Citerior. Se cree que ambas variables pueden ayudar a comprender la forma y la función de esta
institución administrativa.
... In general, practically all the work on the logistical aspects of the choice of capital and 16 th century land transport adopts the road network which appears in the itineraries of Villuga [63] and Meneses [64] as a reference, completing it, in the best of cases, with the routes appearing in the travelers' stories of the time [18,24,45,[65][66][67][68][69][70]. ...
... At the same time, Seville's position was considerably worse due to the difficulty of access to the Spanish plateau. Using network analysis and GIS, Carreras Monfort and Soto [70] (63) corroborate this interpretation (Fig 3). ...
... Historical analysis combining geographical information systems (GIS) [13,78] and spatial networks [79], has improved our knowledge of journey times and the intermodal transport costs of goods and people [39, 70,80,81]. Carreras Monfort and Soto [70] estimate that land transport could be forty times more expensive than fluvial and up to fifty times more expensive than maritime transport. ...
The suitability of Madrid as the capital of Spain is analyzed from different perspectives, questioning the belief that this choice was eminently personal or political but lacked economic rationality. The paper analyzes Madrid’s advantages over other possible capitals from the point of view of both intrinsic characteristics and those that depend on the transport network, such as the problem of supplies or the impact on the development of the surrounding territory. To deal with these questions it is necessary to consider logistical aspects that require an adjusted view of the existing transport network at that time. Using little-known primary sources and a novel methodology based on Delaunay triangulation, the 16th century Spanish transport network is reconstructed with a much higher level of accuracy than ever before. With this information, two maps are prepared that could be used for logistical analysis from a complex network perspective. The first map evaluates the real effects of the choice using an adjusted representation of the territory whilst the second map aims at avoiding the common fallacy of judging decisions made in the past applying current geographical know-how. This map, constructed with the planimetry of the 16th century, indicates how the somewhat deficient knowledge of Philip II with respect to the geographical reality of the day may have favored the choice of Madrid over Toledo, converting some Mediterranean coastal cities into more attractive options. The choice of Madrid as capital appears to be very reasonable in view of the different criteria used. Regarding supply difficulties, our results depart from traditional inclinations by deliberating the fact that the absence of a port in Madrid does not pose an insuperable problem. The latter is the case given that the advantages of maritime transport are far fewer than those usually considered, with Madrid’s geographical position offering significant advantages in terms of road transport.
... The Ebro River was used as a transport route from the Roman era to the Modern Age. Classical authors like Pliny or Strabo offered information about the navigability of some of the Iberian rivers (Parodi 2001;Carreras and De Soto 2010). ...
... One of the most transcendental elements of this project has been the establishment of the values for the calculation of transport costs and times. So far, data obtained in previous projects have been used (De Soto 2010a; Carreras and De Soto 2010). To perform the calculations on the functionality of the transport network, two different types of values are distinguished. ...
... Pliny the Elder (NH VI, 102) documented a trip across the Nile River upstream between the Delta and Coptos that lasted 12 days, although the case of the Nile is not exactly comparable to the rivers of the Iberian Peninsula. These data together with other ethnographic information Carreras and De Soto 2010) allowed to establish a speed of 2.51 km/h for the transport of merchandise by river downstream, while a speed of 0.62 km/h has been established for the upstream transport. In order to improve the final calculations on river speeds, other recent bibliographical sources will be taken into account (Cooper 2014;Malmberg 2015). ...
The Dutch Roman limes zone has a rich history of archaeological and historical research. In this paper, we present an overview of the current state of knowledge as an introduction to other chapters in this volume dealing with the area’s demography, economy and transport system (Chaps. 2, 3, 7, 9 and 12). The main historical developments are sketched against the background of ongoing archaeological research in the area, and the main hypotheses concerning the development of settlement and the rural economy are discussed.
... The Ebro River was used as a transport route from the Roman era to the Modern Age. Classical authors like Pliny or Strabo offered information about the navigability of some of the Iberian rivers (Parodi 2001;Carreras and De Soto 2010). ...
... One of the most transcendental elements of this project has been the establishment of the values for the calculation of transport costs and times. So far, data obtained in previous projects have been used (De Soto 2010a; Carreras and De Soto 2010). To perform the calculations on the functionality of the transport network, two different types of values are distinguished. ...
... Pliny the Elder (NH VI, 102) documented a trip across the Nile River upstream between the Delta and Coptos that lasted 12 days, although the case of the Nile is not exactly comparable to the rivers of the Iberian Peninsula. These data together with other ethnographic information Carreras and De Soto 2010) allowed to establish a speed of 2.51 km/h for the transport of merchandise by river downstream, while a speed of 0.62 km/h has been established for the upstream transport. In order to improve the final calculations on river speeds, other recent bibliographical sources will be taken into account (Cooper 2014;Malmberg 2015). ...
In this chapter, a simulation model for better understanding the population dynamics of the limes zone is presented, building on our earlier study on the possible effects of recruitment of soldiers for the Roman army (Verhagen et al., Modelling the dynamics of demography in the Dutch limes zone. In: Multi-, inter- and transdisciplinary research in landscape archaeology. Proceedings of LAC 2014 Conference, Rome, 19–20 September 2014. Vrije Universiteit Amsterdam, Amsterdam. https://doi.org/10.5463/lac.2014.62, 2016a). In this earlier study, a number of questions were raised concerning the realism of using estimates from historical demographical sources for understanding the population dynamics of the region. In the current paper, the available data sets, approaches and hypotheses regarding fertility and mortality in the Roman period are re-assessed, together with the available archaeological evidence on the population dynamics of the region. A revised model is then presented that allows for more refined experimenting with various demographic scenarios, showing that a much larger number of parameters can be responsible for changes in population growth than is often assumed in archaeological studies. In particular, marriage strategies would seem to play an important role in regulating the number of births. The model remains a work in progress that can be further refined and linked to models of settlement and land use development.
... The Ebro River was used as a transport route from the Roman era to the Modern Age. Classical authors like Pliny or Strabo offered information about the navigability of some of the Iberian rivers (Parodi 2001;Carreras and De Soto 2010). ...
... One of the most transcendental elements of this project has been the establishment of the values for the calculation of transport costs and times. So far, data obtained in previous projects have been used (De Soto 2010a; Carreras and De Soto 2010). To perform the calculations on the functionality of the transport network, two different types of values are distinguished. ...
... Pliny the Elder (NH VI, 102) documented a trip across the Nile River upstream between the Delta and Coptos that lasted 12 days, although the case of the Nile is not exactly comparable to the rivers of the Iberian Peninsula. These data together with other ethnographic information Carreras and De Soto 2010) allowed to establish a speed of 2.51 km/h for the transport of merchandise by river downstream, while a speed of 0.62 km/h has been established for the upstream transport. In order to improve the final calculations on river speeds, other recent bibliographical sources will be taken into account (Cooper 2014;Malmberg 2015). ...
In Roman landscapes, the particular sites defined as secondary settlements (also known as vici /villages, minor centres, agglomérations secondaires and/or stationes/mansiones ) have played an ‘intermediary’ role between the cities and other rural structures ( villae /farms), linked to medium- and long-distance economic and commercial trajectories. The aim of this paper is to apply a multi-scalar approach to model their long-term spatial relationships and connectivity with the Mediterranean exchange network. On the macro-scale, we have analysed a sample of 219 reviewed sites to understand the diachronic trends and spatial dynamics of attraction/proximity to significant elements of the landscape such as towns, roads, rivers and coastline. The Ombrone Valley (Tuscany, Italy) represents a micro-scale case study of a complex system, in which the imported pottery ( amphorae , African Red Slip ware, ingobbiata di rosso ) found in the vicus/mansio of Santa Cristina in Caio, the Roman villa of La Befa and the town of Siena ( Saena Iulia ) provided diagnostic ‘macroeconomic’ perspectives. The results show how the secondary settlements occupied a nodal position in the Roman landscape in terms of resilience (long period of occupation until the Early Middle Ages) and spatial organization with a close relationship to natural and anthropic infrastructures and trade functions linked to Mediterranean routes.
... The Ebro River was used as a transport route from the Roman era to the Modern Age. Classical authors like Pliny or Strabo offered information about the navigability of some of the Iberian rivers (Parodi 2001;Carreras and De Soto 2010). ...
... One of the most transcendental elements of this project has been the establishment of the values for the calculation of transport costs and times. So far, data obtained in previous projects have been used (De Soto 2010a; Carreras and De Soto 2010). To perform the calculations on the functionality of the transport network, two different types of values are distinguished. ...
... Pliny the Elder (NH VI, 102) documented a trip across the Nile River upstream between the Delta and Coptos that lasted 12 days, although the case of the Nile is not exactly comparable to the rivers of the Iberian Peninsula. These data together with other ethnographic information Carreras and De Soto 2010) allowed to establish a speed of 2.51 km/h for the transport of merchandise by river downstream, while a speed of 0.62 km/h has been established for the upstream transport. In order to improve the final calculations on river speeds, other recent bibliographical sources will be taken into account (Cooper 2014;Malmberg 2015). ...
Recent years have witnessed a paradigm shift in the study of the Roman economy. Methodologically modern economic analysis is now far more acceptable than it once was, and archaeology has become the major source of empirical data for many questions. On the substantive side there is now a far clearer appreciation of the major changes that the Roman economy underwent, with substantial growth of population and aggregate production and even some improvements in standard of living, but followed by equally dramatic decline. This economic success was not limited to the imperial core, but also extended to the provinces.
... The Ebro River was used as a transport route from the Roman era to the Modern Age. Classical authors like Pliny or Strabo offered information about the navigability of some of the Iberian rivers (Parodi 2001;Carreras and De Soto 2010). ...
... One of the most transcendental elements of this project has been the establishment of the values for the calculation of transport costs and times. So far, data obtained in previous projects have been used (De Soto 2010a; Carreras and De Soto 2010). To perform the calculations on the functionality of the transport network, two different types of values are distinguished. ...
... Pliny the Elder (NH VI, 102) documented a trip across the Nile River upstream between the Delta and Coptos that lasted 12 days, although the case of the Nile is not exactly comparable to the rivers of the Iberian Peninsula. These data together with other ethnographic information (Carreras 1994;Carreras and De Soto 2010) allowed to establish a speed of 2.51 km/h for the transport of merchandise by river downstream, while a speed of 0.62 km/h has been established for the upstream transport. In order to improve the final calculations on river speeds, other recent bibliographical sources will be taken into account (Cooper 2014;Malmberg 2015). ...
The analysis of Roman infrastructures, which helps to understand the transport costs, the commercial routes and the territorial configuration, is an indispensable way to know the benefits and shortcomings of the transportation system created in Roman times. It is well known that the Roman Empire built the first big transport network in Western Europe, parts of Eastern Europe, the Middle East and Northern Africa. In this paper, we show our attempt to reconstruct the Roman transport conditions in Hispania by valuating its connectivity and by modelling the travel costs and times. All of these calculations have been made based in a highly digitized transport network and Network Science applications. The results of such methodologies provide us with new information to understand the Iberian territorial organisation, the distribution of commodities, product competition and problems of stagnation in ancient economies such as that of Ancient Rome.
... The Ebro River was used as a transport route from the Roman era to the Modern Age. Classical authors like Pliny or Strabo offered information about the navigability of some of the Iberian rivers (Parodi 2001;Carreras and De Soto 2010). ...
... One of the most transcendental elements of this project has been the establishment of the values for the calculation of transport costs and times. So far, data obtained in previous projects have been used (De Soto 2010a; Carreras and De Soto 2010). To perform the calculations on the functionality of the transport network, two different types of values are distinguished. ...
... Pliny the Elder (NH VI, 102) documented a trip across the Nile River upstream between the Delta and Coptos that lasted 12 days, although the case of the Nile is not exactly comparable to the rivers of the Iberian Peninsula. These data together with other ethnographic information Carreras and De Soto 2010) allowed to establish a speed of 2.51 km/h for the transport of merchandise by river downstream, while a speed of 0.62 km/h has been established for the upstream transport. In order to improve the final calculations on river speeds, other recent bibliographical sources will be taken into account (Cooper 2014;Malmberg 2015). ...
This chapter presents and discusses current approaches and trends in computer-based modelling of pathways and movement networks in archaeology. After an introduction to the theoretical concepts involved, we present a state of the art of methodologies applied for reconstructing pathways and movement in ancient landscapes and discuss the various difficulties in using these methods as well as the most important technical hurdles involved. The problems of integrating optimal pathfinding algorithms with ‘softer’ socio-cultural variables are highlighted, as well as the limitations of modelling connections between places using least-cost path techniques. Network analysis reconstruction and analysis approaches are then reviewed as tools to better understand the overall structure of movement and communication in ancient landscapes. It is concluded that, while the potential of current approaches for understanding ancient movement is considerable, improvement is still needed in three main areas: the integration of approaches, sensitivity analysis and validation, and the theoretical underpinning of models of ancient movement.
... The Ebro River was used as a transport route from the Roman era to the Modern Age. Classical authors like Pliny or Strabo offered information about the navigability of some of the Iberian rivers (Parodi 2001;Carreras and De Soto 2010). ...
... One of the most transcendental elements of this project has been the establishment of the values for the calculation of transport costs and times. So far, data obtained in previous projects have been used (De Soto 2010a; Carreras and De Soto 2010). To perform the calculations on the functionality of the transport network, two different types of values are distinguished. ...
... Pliny the Elder (NH VI, 102) documented a trip across the Nile River upstream between the Delta and Coptos that lasted 12 days, although the case of the Nile is not exactly comparable to the rivers of the Iberian Peninsula. These data together with other ethnographic information Carreras and De Soto 2010) allowed to establish a speed of 2.51 km/h for the transport of merchandise by river downstream, while a speed of 0.62 km/h has been established for the upstream transport. In order to improve the final calculations on river speeds, other recent bibliographical sources will be taken into account (Cooper 2014;Malmberg 2015). ...
Research concerning settlement dynamics is mainly based on data from archaeological field survey. This method of investigation provides researchers with a lot of information that can help to identify trends and to model the evolution of settlement structure at different scales. Nonetheless, field survey data is sometimes incomplete and only shows a snapshot of the settlements. This static information lacks a certain number of parameters (evolution of architectural, economic, social features, etc.) which are essential to perceive the inherent evolution of the settlements and therefore to visualize their own evolution within the dynamics of settlement trajectory networks. On the other hand, data from archaeological excavations enable us to detect those phenomena. This paper aims to propose a methodological approach to try to resolve this lack of parameters: the creation of an evolutionary model of the settlements from the information collected during excavations. Applied to the sites discovered by field survey, and combined with other analytical tools, the model allows for a better understanding of the diversification phenomena and the processes of spatial development of the settlement pattern. This method, which offers solutions to enhance the static information provided by survey data, was designed for the study of Roman settlement of the Plateau Lorrain (France), but it can be applied to other periods and to other regions as well.
... Si se tiene en cuenta la localización de las alfarerías de las Dressel 6A y Dressel 2-4 del Adriático (ver fig. 5), el tránsito marítimo sería la ruta más económica y rápida desde los puertos adriáticos hasta la costa mediterránea peninsular para acceder a la Hispania Citerior Tarraconensis (Carreras/De Soto: 2010), ya que alternativamente, sólo el transporte terrestre realizado por la propia legión tendría algún sentido, pero sería más lento y oneroso. ...
... Precisamente, la figura 6 nos ilustra los costes de transporte hasta Herrera de Pisuerga desde Figura 6. Costes del transporte hasta Herrera de Pisuerga, y vías fluviales y terrestres óptimas para el mismo (mapa: P. de Soto). todos los puntos vinculados con la red transporte a partir de una aplicación SIG de análisis de redes (Carreras/Soto, 2010). La imagen muestra bajos costes de transporte en el área próxima hasta Asturica y Vareia, así como la facilidad de acceso al Cantábrico, la barrera montañosa del Macizo Galaico-Leonés, y el corredor de bajo coste del valle del Ebro hasta alcanzar la costa mediterránea. ...
Resumen En este artículo se recogen tres nuevos sellos sobre ánforas, que se suman a las cuatro marcas ya publicadas con anterioridad, procedentes de diferentes intervenciones arqueológicas realizadas en Herrera de Pisuerga (Palencia). El conjunto de sellos impresos sobre ánforas que se pueden relacionar con las unidades militares 'Legio IIII Macedonica' y 'Ala Parthorum', singularizan a este asentamiento y lo convierten, además, en el yacimiento arqueológico con más epigrafía anfórica conocida del noroeste de Hispania. Palabras clave: Herrera de Pisuerga, ánforas, epigrafía, arqueología romana, Legio IIII Macedonica, Ala Parthorum. Abstract In this article three new stamps on amphorae are collected, which join the four marks already published previously, coming from different archaeological interventions carried out in Herrera de Pisuerga (Palencia). The set of seals printed on amphorae that can be related to the military units 'Legio IIII Macedonica' and 'Ala Parthorum', distinguish this settlement and make it the archaeological site with the most known amphora epigraphy in northwestern Hispania.
... On a more local scale, detailed information has made possible the computer representations constructed of the Roman road network of Britannia (Dicks, 1972;Carreras, 1994). As regards the Iberian Peninsula, the Roman road network of Catalonia has been analyzed on its own (Soto and Carreras, 2006), and integrated within an ensemble view of the Peninsula (Carreras and Soto, 2010). Building a computer model of such a network requires consideration of network edges, and of individual nodes. ...
... Magnitudes may be expressed in any convenient system. In this linear model proposed in (Carreras, 1994) and followed by (Soto, 2010), values of K and speed are based on Emperor Diocletian's Price Edict (Diocletian, 301). It is, no doubt, an acceptable approximation for the calculation of transport times and costs when the terrain is relatively flat, and as an average over long distances. ...
A computer model of the transport network in the eastern Pyrenees is drawn up, in association with a mathematical model of cost and speed of various means of transport and types of via. Results of these models include optimum routes for imports and exports to this region, and a breakdown of costs and transport times in each direction. The role of the port of Ruscino is noted in making Cerdanya and Iulia Lybica accessible from the sea, due to the higher cost of road transport in comparison to sea and river. So is the economic feasibility of the transport of merchandise such as imports of wine and exports of pernae ceretanae in relation with other regions of the Roman world, or quarried stone and salt between the region and neighboring regions in the central Pyrenees. The topic of a mountain range as a barrier to commercial activities is thus questioned.
... One first point we need to consider is that the spatial relations between townsthe topology-of the underlying road network is a crucial aspect in assessing the suitability of infrastructure investment decisions. However, most studies on changes in the transport network linked to the arrival of the Bourbons do not rely on cartographic information, but on books of itineraries and accounts of travelers (Madrazo Madrazo 1984a;Uriol Salcedo 2001;Bel 2010;Carreras Monfort and de Soto 2010) dating in most cases to two centuries before (Villuga 1546;de Meneses 1576) or already halfway through the century (Escribano 1758). Crucially, maps and itineraries have different purposes, being related to either 'state' or 'process' as explained by (Downs and Stea 1977). ...
... Also, the Spanish merchant fleet at the beginning of the nineteenth century (Lobeto Lobo 1989;Dubert García 2008) was of small size compared with the land transport capacity for the period before 1750 offered by Madrazo Madrazo (1984a). Another relevant aspect of this issue is that the disadvantages of land transport compared to navigation were not as extensive as is usually claimed (Carreras Monfort and de Soto 2010;Scheidel 2014). A natural experiment of the real advantages of ship transport versus land transport in the eighteenth century is given by the Canal de Amposta. ...
The work aims to study, using GIS techniques and network analysis, the development of the road network in Spain during the period between the War of Succession and the introduction of the railway (1700–1850). Our research is based on a detailed cartographic review of maps made during the War of Succession, largely improving preexisting studies based on books of itineraries from the sixteenth century onwards. We build a new, complete map of the main roads at the beginning of the eighteenth century along with the matrix of transport costs for all the important towns describing the communications network. Our study of this complex network, supplemented by a counterfactual analysis carried out using a simulation model based on agents using different centralized decision-making processes, allows us to establish three main results. First, existing trade flows at the beginning of the eighteenth century had a radial structure, so the Bourbon infrastructure plan only consolidated a preexisting situation. Second, the development of the network did not suppose important alterations in the comparative centrality of the regions. Finally, the design of the paved road network was adequate for the economic needs of the country. These findings are in stark contrast with claims that the radial structure of the Bourbon roads was designed ex-novo with political or ideological objectives rather than economic ones. Our methodology paves the way to further studies of path-dependent, long-term processes of network design as the key to understanding the true origin of many currently existing situations.
... To accurately analyze these logistical issues, the transport network map of Spain at the time was reconstructed using primary sources and statistical methods. This focus on cartography is a key contribution of this article, providing a more complete understanding of the spatial dynamics at play during the period respect other previous works (Carreras Monfort & de Soto, 2010;Madrazo Madrazo, 1984;Menéndez Pidal, 1951;Uriol Salcedo, 1985). ...
This paper presents a naïve map that attempts to reflect the vision that Philip II and his advisors probably had of the Spanish road network in the second half of the 16th century, a crucial aspect for the choice of the seat of the capital of the kingdom. The elaboration of the naïve map was carried out in two phases: in the first, the road network was reconstructed based on a thorough revision of the primary sources that have survived to the present day. As these sources showed evident problems of completeness, the network was completed using mathematical methods, which were statistically contrasted. The analysis carried out is an important novelty since it shows that most of the transport in the Iberian Peninsula was channeled through the center following a radial structure with six principal axes two centuries before what has been traditionally considered.
... In addition to its relevance from a cartographic point of view, it also has great relevance from a historical point of view. Traditionally, the radial structure that characterizes the Spanish transport network is considered to have arisen with the implementation of the centralist ideas of the Bourbon dynasty in the eighteenth century (Uriol Salcedo 1985;Crozier Shaw 2009;Monfort and de Soto 2010;Bel 2011;Garc ıa-L opez, Holl, and Viladecans-Marsal 2015;L opez, Melgarejo, and Montaño 2016). Only some recent studies have questioned this view, stating that the basic structure of the current network already existed in the mid-sixteenth century (Pablo-Mart ı, Alañ on-Pardo, and S anchez 2021). ...
The Itinerarium Orbis Christiani, edited by Hogenberg between 1579 and 1580, is little known, despite being considered the first European road atlas. The Hispania map offers us a network of transport routes the implementation of which was believed to be later and representative of innovative advances in terms of the visual differentiation of these routes. This article contextualizes this map and analyzes it in detail, dating its creation and identifying its sources. It then studies the Spanish transport network during the sixteenth century and, specifically, the characteristics of the three types of routes shown on the map. This is done by comparing it with several itineraries and maps of the time. To confirm the reliability of the Hogenberg map and to ensure the actual existence of the other types of routes shown on the map, proximity algorithms were applied. The research results question the traditional view of the origin and motivations of the Spanish transport network, tracing its unplanned birth at least as far back as the sixteenth century. Key Words: GIS, Hogenberg atlas, road networks, sixteenth century map, Spain
... However, regional and/ or supra-regional studies specifi cally focused on terrestrial transportation systems have been less common (see e.g. Dorsey 1991;Kolb 2004;Carreras and De Soto 2010;Nakoinz 2012b ;Bl ö ck and Beck 2017). In addition terrestrial transportation systems have been studied to understand On the contrary, the study of terrestrial transportation systems for understanding the political and social organization of the communities that created and maintained them has been pioneered only by a few scholars (e.g. ...
... One of the first attempts to reconstruct the functioning of the Roman transport networks, was a case study of the Roman Britain (Carreras, 2000). Few years later, a similar but more complex approach, was applied to analyse the Roman infrastructures in Britain, the Iberian Peninsula and Italy, and also to evaluate the diachronic evolution of transport in the Iberian Peninsula until the 19th century (Carreras and De Soto, 2010) (see Fig. 4). De has been developing new studies using very detailed networks, trying to obtain more close-to-reality results De Soto, 2018). ...
This paper attempts to analyse the land transport in Roman times in mountainous areas, taking into account the most feasible location for the road infrastructures as well as the conditions for different means of transport. With the use of different GIS applications such as LCP (Low Cost Paths) and Network analysis, the study aims to recognise the time, effort and cost that was involved in crossing important mountainous barriers such as the Pyrenees and the Alps. In spite of the lack of an economic return, the Roman Empire invested a lot of resources in building complex infrastructures up in mountainous regions. This paper addresses the reasons behind such an economic effort.
... Mucho se ha escrito sobre los distintos medios de comunicación y su relación con el transporte (Frank 1933(Frank -1940Yeo 1946;Duncan-Jones 1974;Künow 1980;Deman 1987;Carreras 1994;Carreras y de Soto 2010). Es comúnmente aceptado el rol privilegiado de las comunicaciones marítimas en frente del resto de sistemas de transporte. ...
... administrative and commercial relations with the rest of the Empire (Font-i Garolera, 1999; Carreras and de Soto, 2010;Bel, 2011). ...
I investigate the effect of transportation improvements on changes in population location patterns in Barcelona between 1991 and 2006. At a much finer geographical scale, I verify and extend the finding of Baum-Snow (2007a) that transportation cause suburbanization: highway and railroad improvements foster population growth in suburban areas, whereas the transit system also affects the location of population inside the CBD. To estimate the causal relationship between the growth of population (density) and transportation improvements, I rely on an instrumental variables estimation which uses distances to the nearest Roman road, the nearest 19th century main road, and the nearest 19th century railroad network as instruments for the 2001-1991 changes in distance to the nearest highway ramp and the distance to the nearest railroad station.
The trajectory of Rome from a small village in Latium vetus, to an emerging power in Italy during the first millennium BC, and finally, the heart of an Empire that sprawled throughout the Mediterranean and much of Europe until the 5th century CE, is well known. Its rise is often presented as inevitable and unstoppable. Yet the factors that contributed to Rome's rise to power are not well understood. Why Rome and not Veii? In this book, Francesca Fulminante offers a fresh approach to this question through the use of a range of methods. Adopting quantitative analyses and a novel network perspective, she focuses on transportation systems in Etruria and Latium Italy from ca. 1000–500 BC. Fulminante reveals the multiple factors that contributed to the emergence and dominance of Rome within these regional networks, and the critical role they in the rise of the city and, ultimately, Roman imperialism.
The book investigates the cultural and political dimension of Roman arboriculture and the associated movement of plants from one corner of the empire to the other. It uses the convergent perspectives offered by textual and archaeological sources to sketch a picture of large-scale arboriculture as a phenomenon primarily driven by elite activity and imperialism. Arboriculture had a clear cultural role in the Roman world: it was used to construct the public persona of many elite Romans, with the introduction of new plants from far away regions or the development of new cultivars contributing to the elite competitive display. Exotic plants from conquered regions were also displayed as trophies in military triumphs, making plants an element of the language of imperialism. Annalisa Marzano argues that the Augustan era was a key moment for the development of arboriculture and identifies colonists and soldiers as important agents contributing to plant dispersal and diversity.
Transport routes are basic elements that are inextricably linked to diverse political, economic, and social factors. Transport networks may be the cause or result of complex historical conjunctions that reflect to some extent a structural conception of the political systems that govern each territory. It is for this reason that analyzing the evolution of the transport routes layout in a wide territory allows us to recognize the role of the political organization and its economic influence in territorial design. In this article, the evolution of the transport network in the Iberian Peninsula has been studied in a broad chronological framework to observe how the different political systems of each period understood and modified the transport systems. Subsequently, a second analysis of the evolution of transport networks in the northeast of the Iberian Peninsula is included in this article. This more detailed and geographically restricted study allows us to visualize in a different way the evolution and impact of changes in transport networks. This article focuses on the calculation of the connectivity to analyze the intermodal transport systems. The use of network science analyses to study historical roads has resulted in a great tool to visualize and understand the connectivity of the territories of each studied period and compare the evolution, changes, and continuities of the transport network.
The principal aims of the book Urbanisation in Roman Spain and Portugal: Civitates Hispaniae in the Early Empire are to provide a comprehensive reconstruction of the urban systems of the Iberian Peninsula during the Early Empire and to explain why these systems looked the way they did.
While some chapters focus on settlements that were cities or towns from a juridical point of view, the implications of using a purely functional definition of towns are also explored. Key themes include continuities and discontinuities between pre-Roman and Roman settlement patterns, the geographical distribution of cities belonging to various size brackets, economic relationships between self-governing cities and their territories, and the role of cities as nodes in road systems and maritime networks. In addition, it is argued that a considerable number of self-governing communities in Roman Spain and Portugal were polycentric rather based on a single urban centre.
The volume will be of interest to anyone working on Roman urbanism as well as those interested in the Iberian Peninsula in the Roman Period.
In recent years notable progress has been made in the characterization of stone materials from the Baetic quarries of Almadén de la Plata (Seville), both in terms of the areas of extraction and the distribution of their products. The present work focuses on the analysis of the routes used to carry the stone from the quarry to the main loading points on the Guadalquivir River. To this purpose, in the first part of the text, the proposals presented to date by the researchers are reviewed and evaluated according to different evidence and criteria. In a second part, a proposal of optimal routes is carried out using the application of Geographic Information System –gis–, as an alternative method now subject to more objective measures. Ultimately, all this prompts some reflection on the different parameters that would have conditioned the transport of heavy loads in antiquity and our greater or lesser capacity to evaluate them.
El jaciment arqueològic de Camps de Can Colomer fou detectat durant les obres de construcció de la carretera B-40, en el seu pas pel terme municipal de Terrassa. Entre els mesos d’octubre del 2007 i maig del 2008 s’excavaren cent noranta sitges, quaranta inhumacions, nou forns de diverses mides i funcions, set dipòsits amb revestiment hidràulic, dos camps de dolis, un hipocaust, un seguit d’habitacions corresponents a la pars rustica d’una vil·la romana, un petit nucli d’hàbitat d’època medieval, diverses estructures de difícil adscripció, tant funcional com cronològica, i vint-i-set rases de conreu d’època contemporània.
Durant l’any 2012 el moviment de terres generat per a la instal·lació del gasoducte MartorellFigueres, paral·lel a la B-40, permeté identificar trenta-cinc sitges, dos dipòsits amb revestiment hidràulic, part d’un forn, cinc inhumacions i un
pou de sulfatació d’època contemporània, situats al nord de les restes descobertes per les obres de l’autovia.
La movilidad es uno de los factores claves a la hora de entender el grado de complementariedad y cohesión de cualquier Estado. Las políticas de infraestructuras de transporte modelan junto con las con las condiciones geográficas esta movilidad. Este artículo trata de analizar la movilidad en la Península Ibérica a lo largo del tiempo, desde época romana al siglo XVIII a través del uso de aplicaciones de redes de SIG (Sistemas de Información Geográfica. Mobility is one of the key factors to understand the degree of complementarity and cohesion of any State. Policies of transport infrastructures model such mobility together with geographical conditions. This paper attempts to analyze mobility in the Iberian Peninsula over the time from Roman period to the XVIIIth century by employing network applications of GIS (Geographical Information Systems).
Several methods of relating on-site and off-site data for developing and testing hypotheses about man-environment relationships and prehistoric subsistence economies have been devised since the original proposal for site-catchment analysis in 1970. We review the principles involved in these methods, and emphasize the importance of distinguishing clearly between Site Catchments (SCs) and Site Exploitation Territories (SETs). We propose that the distorting effects of variable topography have crucial importance in understanding the tactical reasons for using particular sites in regional exploitation strategies and demonstrate a simple technique for calculating this distortion. Two case studies from the Upper Palaeolithic of Spain show the potential of the technique. One focuses on the relationships between site clusters, the other explores the relationships between sites within site clusters.
Propuestas para el estudio de las vías de comunicación Terrestres emplazadas entre al-Andalus y Castilla.
A comprehensive alphabetical listing of technical terms and their common meanings and an alphabetical list of acronyms related to geographic information systems (GIS) and related technologies, with an introduction and listing of source documents and references.
RESUMEN
El propósito de este trabajo es estudiar el proceso de integración del mercado del trigo en España en el siglo XIX. Básicamente, la integración fue creciente hasta mediados de siglo, y decreciente con posterioridad. El incremento de la producción agrícola y la reductión de los costes del transporte explican la mejora de la integración de los años 1830/50. El proceso de desintegración resulta más enigmático, pero no parece que la construcción del ferrocarril haya contribuido a construir el mercado nacional. Al contrario, pudo haber sido la causa de esa desintegración, si bien, en algunos casos, mejoró la conexión entre algunos mercados
Viajar en la Edad Media ofrecía grandes dificultades, pese a todo el tráfico por los
caminos europeos era muy alto. Existían múltiples motivos para viajar: comercio, peregrinaciones,
relaciones diplomáticas, desplazamientos militares, deseos de conocer mundo, etc.
Los caminos, en general, eran de tierra y estaban muy deteriorados. Los desplazamientos se
hacían a pie, en caballerías, carros, y más tarde, en coches, literas, etc. El viajero tenía que
sortear numerosas dificultades y peligros: atravesar bosques, ríos y montañas, enfrentarse a
los ataques de bandidos, soportar incontables peajes, alojarse en incómodas e inseguras
ventas y posadas. Pero no todo eran calamidades, también el viajero obtenía compensaciones
de variada índole: económicas, culturales y personales
This paper analyzes the geographical contexts and spatial relationships of Iberian and Roman towns in central and western Baetica. It uses extensive computer-based analysis of c. 350 Iberian and Roman towns in their geographical contexts to understand the significance of inter-urban visibility in structuring the regionalization of relationships between towns. It also uses network analysis to explore relationships between towns, and suggests that the evidence is spatially contingent - the product and producers of both real and imaginary multidimensional networks. Furthermore, it argues that Rome created a new geographical reality in the region in the sense that it worked within geographical constraints, and adapted pre-existing urban settlement patterns to its administrative necessities. When this is set against the geographical descriptions of Baetica by writers such as Pliny, it allows us to appreciate better the relationship between the day to day reality on the ground and the rhetoric of empire.
The intuitive background for measures of structural centrality in social networks is reviewed and existing measures are evaluated in terms of their consistency with intuitions and their interpretability.
This is the first comprehensive analysis of the economic transition from antiquity to the Middle Ages in over sixty years. It brings fresh evidence to bear on the fall of the Roman empire and the origins of the medieval economy. The book uses new material from recent excavations, and develops a new method for the study of hundreds of travelers to reconstitute the communications infrastructure that conveyed those travelers--ship sailings, overland routes--linking Europe to Africa and Asia, from the time of the later Roman empire to the reign of Charlemagne and beyond.
Kevin Greene shows how archaeology can help provide a more balanced view of the Roman economy by informing the classical historian about geographical areas and classes of society that received little attention from the largely aristocratic classical writers whose work survives.
To appreciate the importance which the Romans attached to transport and communications we need surely look no further than the roads which they built. To the modern observer this gigantic network of highways, which was not to be equalled or surpassed before the present century, is one of the most telling symbols of the control which Rome exercised throughout her empire, and of the organization which was imposed on it. The traffic which they carried has attracted less attention, but is clearly no less worthy of consideration. The roads of the empire had been designed and built to suit the state's needs, above all those of its armies, and one would reasonably expect the government to have devoted as much care and attention to the means by which goods and personnel were transported along them as it had to building them in the first place. Even if the sources were silent, and they are not, we could readily assume that post horses and carriages, pack and draft animals, and all the other paraphernalia of a state transport system would be needed at all times both for the use of civilian and military officials, and for the carriage of supplies and provisions. Under the empire the burden of providing this transport fell largely on the subject communities of Italy and the provinces, and the complaints of these communities against the unauthorized seizure of men, animals, waggons, hospitality in billets and other facilities for state transport form a recurrent theme in Roman history. Although authors of the republican period frequently refer to such requisitions, our information for the system by which this transport was provided and organized comes largely from a long series of imperial documents, beginning in the reign of Tiberius and culminating in a group of rescripts from the emperors of the fourth and early fifth centuries collected in book vm of the Theodosian Code.
Fecha de exportación: el 24 de octubre de 2013, Origen: DIALNET
Bernard Liou et Émilio Rodríguez Almeida, Les inscriptions peintes des amphores du Pecio Gandolfo, p. 7-25.
L'étude d'une dizaine d'inscriptions peintes sur des amphores provenant de l'épave dite Pecio Gandolfo, en Andalousie, à l'ouest du golfe d'Almerfa, qui n'avaient pas été jusqu'ici déchiffrées ni interprétées convenablement, nous permet d'aboutir à quelques conclusions solides sur le commerce des conserves et des dérivés de poissons auquel ces amphores étaient toutes affectées. Elles contenaient des sauces, garum, liquamen, et des poissons en saumure, cordula, jeune thon, dont l'origine, Lixos, en Maurétanie Tingitane, est précisément indiquée, et des colias Saxitani, dont le nom n'est indiqué que par celui de lieu de leur production, Saxi, ou Sexi, port de Bétique (moderne Almunecar), pour la première fois attesté dans l'épigraphie amphorique, mais par ailleurs bien connu par les textes (Strabon et Athénée, Pline, Martial et Galien), et par l'exploration archéologique, comme l'un des sites producteurs de salaisons les plus importants. C'est là, nous semble-t-il, la grande nouveauté que nous procure le Pecio Gandolfo, avec la paléographie de ses amphores, qui est superbe, mais difficile.
Can it be said that a system of transportation deficient in its beginning because of natural conditions is one of the major factors responsible for a certain stagnation in western Andalusia today? The system was essentially based on pack animals -mules and donkeys in the absence of passable roads and navigable rivers. Even if the large commercial exchanges at Seville and Cadiz were barely affected, since they were based on maritime navigation, coastal trafic and, for light-weight valuable goods, pack animals, the result was nevertheless, that it was impossible to create dynamic activity in the region. Thus, self-subsistance, even in the 18th century, remained the way of life in numerous villages situated only a few leagues from the capitals of international trade. The coast, however, and the lower valleys with their navigable waterways were favored in comparison to the interior, somewhat like the situation in Catalonia. This article describes the network of communications, the trade channels, and shows the failure of the large public works projects. A series of quantitative data, namely the number of mule drivers and their geographic distribution, provides an indication of transport activity. The few figures obtainable suggest that the cost of transportations was truly prohibitive for heavy local products thus leading to the absence of regional market
This paper discusses the knowledge and skills required by seamen involved in cross-Channel trade in the late first millennium B.C. Aspects of seamanship and the techniques of pilotage and non-instrumental navigation are considered. The environmental conditions encountered on nine sea routes and at their associated landing-places are evaluated and compared.
There are two long-held suppositions about the history of transport prior to the advent of railways: that the carriage of bulky goods was expensive and that sources to quantify just how expensive it was are lacking. In fact, transport costs in 14th century England were remarkably low. This can be established from a seldom used source, the administrative accounts of sheriffs involved in royal purveyancing. Equally remarkably, the relative cost of transport - at least of land transport - changed very little in a period of some 400 yr, from the 14th century to the middle of the 18th. The precise chronology of changes in transport costs remains an open question: by the time we can quantify them using sheriffs' accounts they are already low. It seems reasonable to assume, though, that a lowering of transport costs went hand-in-hand with other major changes in transport and distribution. Improvements in transport were an essential part of the sustained economic growth of the "long' 13th century. -from Author
Archaeology, Space and GIS. The Spatial database. Acquiring and Integrating Data. Manipulating Spatial Data. Digital Elevation Models. Beginning to Quantify Spatial Patterns. Sites, Territories and Distance. Location Models and Prediction. Trend Surface and Interpolation. Visibility Analysis and Archaeology. Cultural Resource Management. Future Directions. References. Index.
A cause de leur faible valeur, le vin et l'huile d'Hispanie devaient éviter le plus possible les transports par terre et ne pouvaient être exportés au loin que par voie fluviale et maritime. Aussi ces deux cultures spéculatives se sont développées tout près des voies d'eau, l'huile le long du Guadalquivir et le vin à proximité de la mer. Ainsi ils parvenaient à Rome et sur la plupart des marchés de l'Occident romain à des prix très compétitifs qui leur permirent de l'emporter face aux productions de l'Italie et des autres provinces. A causa de su valor bajo, el vino y el aceite de Hispania tenían que evitar los transportes por ruta terrestre y no podían exportarse lejos sino por vía fluvial y marítima. En consecuensia, esos dos cultivos especulativos se desarrollaron a muy poca distencia de esas vías, el aceite a lo largo del Guadalquivir y el vino cerca del mar. Así llegaban a Roma y en todo el Occidente romano con precios muy competitivos, los cuales les permitieron dominar el mercado frente a los productos de Italia y de las otras provincias.
Book description:
Geographical Information Systems has moved from the domain of the computer specialist into the wider archaeological community, providing it with an exciting new research method. This clearly written but rigorous book provides a comprehensive guide to that use. Topics covered include: the theoretical context and the basics of GIS; data acquisition including database design; interpolation of elevation models; exploratory data analysis including spatial queries; statistical spatial analysis; map algebra; spatial operations including the calculation of slope and aspect, filtering and erosion modeling; methods for analysing regions; visibility analysis; network analysis including hydrological modeling; the production of high quality output for paper and electronic publication; and the use and production of metadata. Offering an extensive range of archaeological examples, it is an invaluable source of practical information for all archaeologists, whether engaged in cultural resource management or academic research. This is essential reading for both the novice and the advanced user.
Travel and Geography in the Roman Empire
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El puerto de Caesaraugusta
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