Search

Jadransko more u antičko je vrijeme bilo poprilično frekventno i prometno, a pomorski promet posebno se razvija nakon širenja grčke kolonizacije i dolaska većih sila na Jadran. Nakon što grčke kolonije (poglavito Isa) razvijaju i unutarnji i vanjski promet, istočna obala Jadrana neizbježna je na kartama svih antičkih pomoraca. Takvim okolnostima moramo dodati i nepovoljne vremenske uvjete, snažne vjetrove (pogotovo jugo i buru), razvedenost obale s brojnim grebenima i podvodnim hridima koji su plodvidbu Jadranom činili opasnom. Sve to kumovalo je brojnim brodolomima na području naše obale. Zahvaljujući ostatcima brodoloma, amforama, keramici i dijelovima brodske konstrukcije, možemo datirati plovidbu broda i okolnosti koje su dovele do havarije. Nažalost, brojni podmorski arheološki lokaliteti bili su na meti pljačkaša, pa često za cjelovitu sliku i razumijevanje nedostaje ono što je oduzeto. Zato se u posljednje vrijeme sve više radi na zaštiti in situ podmorskih lokaliteta postavljanjem zaštitnih kaveza., The Adriatic Sea was quite frequent and busy in ancient times and maritime traffic developed especially after the spread of Greek colonization and the arrival of larger powers on the Adriatic. After the Greek colonies (mainly Issa) developed both internal and external traffic, the eastern coast of the Adriatic was unavoidable on the maps of all ancient sailors. To such circumstances we have to add unfavorable weather conditions, strong winds (jugo and bura winds), the indentation of the coast with numerous reefs and underwater rocks that made navigation in the Adriatic dangerous. All this resulted in numerous shipwrecks on our coast. Thanks to the remains of the shipwrecks, amphorae, ceramics, and parts of the ship's structure, we can date the sailing of the ship and the circumstances that led to the wreck. Unfortunately, numerous underwater archaeological sites were targeted by robbers, so often what was taken is now missing for a complete picture and understanding. That is why recently more and more work has been done to protect in situ underwater sites by installing protective cages

前近代の日中海上交流史において，日元交流は最も活発に展開されたといわれる。同時代の朝鮮半島と中国の交流も活発だったが，両地域を結ぶ海上交流に関しては体系的な整理が不足しており，とりわけ航路について等閑視されてきた。本論文では，海上交流に注目して中世日本の国際関係を再検討する本研究企画の側面支援として，日元交流を東アジア全体の海上交流網のなかで俯瞰するための補助線を提供すべく，当時高麗と元の間で展開された海上交流と，その利用航路について検討した。海上を舞台とする当時の両国関係については，その密接な政治関係を背景として，①朝鮮半島近海におけるモンゴルの政治・軍事活動，②公的物流の相互連結，③民間または公権力による貿易という3つの局面が確認される。①②は両国の政治的一体化の進展により生起した，この時代ならではの状況である。特に②では，遼東地方，北中国，南中国との間で多岐にわたる動きがみられた。③に関しては，前時代から続いてきた南中国との貿易に加え，新たに帝都となった大都とその外港直沽を中心とする北中国との貿易が活性化した。こうした海上交流の航路として，遼東地方とは遼東半島を周回する航路で結ばれた。北中国との間では，朝鮮半島西岸―遼東半島南岸―廟島列島―山東半島北岸―渤海湾岸―直沽をむすぶ航路がメイン・ルートだったと想定される。南中国との間では，南中国と直沽を結ぶ沿岸航路から山東半島北端で遼東半島にむかって分岐し朝鮮半島にいたるルートに加え，前時代まで活発に利用されてきた東シナ海横断ルートが，なおも利用されていたと考えられる。高麗と元の間を結ぶ航路は，前近代の朝中海上交流史上，類のない多様化をみせたのである。, This study examines maritime interaction between the Korean Peninsula under the reign of the Goryeo Dynasty and the Chinese Mainland under the rule of the Yuan Empire from the mid-13th to the mid-14th century with focus on the maritime routes they used. While strengthening political integration with the Goryeo Dynasty, the Yuan Empire was carrying out a variety of political and military activities off the Korean Peninsula, including expeditions against the Japanese. The central authorities of both the Dynasty and Empire transported food and other goods between the Korean Peninsula and the Liaodong Region or North and South China. In addition, trade brought goods between the Korean Peninsula and North China, where the Empire’s new capital of Daidu had been just established, as well as and South China, which had been the major trade destination of the Goryeo Dynasty since the preceding period.At that time, ships from the korean peninsula to the Liaodong Region sailed around the Liaodong Peninsula. Ships to North China seem to have sailed along the south coast of the Liaodong Peninsula to the Shandong Peninsula and traveled along the coast of the Bohai Gulf towards Zhigu, the outer port of Daidu, most of the time. Meanwhile, ships from the Korean Peninsula to South China seem to have either sailed south along the south coast of the Liaodong Peninsula to the Shandong Peninsula and continued to travel south along the coast of North China or sailed south along the west coast of the Korean Peninsula and then crossed the East China Sea.

Como consecuencia del deshielo polar sufrido en los últimos años por el calentamiento global, la ruta marítima ártica cobró importancia frente a las rutas tradicionales que comprenden el paso por los estrechos de Malaca y Suez. Según estudios de Nature Climate Change (2020) , se espera que para 2035, la ruta del Norte pueda ser viable para el transporte de mercancías como resultado del incremento de las temperaturas y desaparición de varias capas de hielo polar. En este artículo se pretende describir la relevancia geopolítica de la región ártica para los Estados ribereños: Canadá, Dinamarca, Estados Unidos, Noruega y Rusia, así como sus pretensiones en los próximos años, no solo para los 5 del Ártico sino para otras potencias como China, que sin ser un país ribereño, tiene objetivos claros sobre la zona. A través de una investigación documental sobre las prioridades de estos países plasmadas en los programas estratégicos sobre la región y utilizando la teoría del realismo estructural como marco de análisis, se relata cómo los países ribereños del Polo Norte han establecido acciones desde diferentes ámbitos para el logro de sus objetivos, atendiendo a sus capacidades dentro de la estructura internacional., As a consequence of the polar melting suffered in recent years due to global warming, the Arctic sea route has gained importance over the more traditional routes, including the passage through the Straits of Malacca and Suez. According to the studies carried out by Nature Climate Change (2020), by 2035 it is expected that the so-called Northern route may be fully available for the transport of goods, due to the increase in temperatures and the disappearance of important polar ice caps. This article aims to describe the geopolitical relevance of the Arctic region for the coastal states: Canada, Denmark, the United States, Norway and Russia, as well as the claims over it in the coming years not only by the the Arctic’s Five but also by such other powers as China, which –while it is not a coastal country– has clear objectives regarding the area. Through documentary research on the priorities of these States, the strategic programs on the region and using the theory of structural realism as a framework of analysis, it is reported how the coastal countries of the North Pole have established actions from different spheres to achieve their objectives based on their capabilities within the international structure., Instituto de Relaciones Internacionales

The Suez Canal, that connects the Mediterranean to the Red Sea across the Isthmus of Suez, is one of the world’s most critical waterways. Today it represents a strategic world’s choke point. Maritime choke points are a major issue today in the global economy and in shipments of goods, particularly oil and container. This paper, using the typical approach of the transport geography, aims to highlight the geo-political and geo-economic relevance of the Suez Canal starting from its construction until its recent expansion. In particular, the paper considers the canal’s impact on the Mediterranean’s new centrality in global seaborne trade. Main freight flows crossing the Suez Canal northbound/southbound underline the importance of the Northern Mediterranean and Italian ports that perform gateway functions. The main goal of the paper is to describe, as Panaro suggested (2015), how the new infrastructure of the Suez Canal is extremely important for the Northern Italy gateway ports in particular focusing on the Genoa port (which is the target of a significant share of traffic coming from/directed to Suez)., Bollettino della Società Geografica Italiana, Series 14 Vol 2 No 1 (2019)

La bahía de Cádiz fue desde mucho tiempo antes de la llegada de los romanos un centro portuario principal distribuidor de numerosas importaciones. En la etapa republicana esta dinámica no perdió intensidad y Gades continuó siendo el centro de una extensa red comercial, estableciendo fluidos intercambios con la península itálica. Tratamos aquí un ejemplo del comercio en época republicana, un ánfora de tipo Dressel 1, que nos aporta información adicional, un sello que permite rastrear con más precisión su origen y su vinculación con el comercio del vino itálico. Long before the arrival of the Romans, the Bay of Cadiz was a major port hub for many imports. During the Republican period, Gades continued to be the core of a wide-ranging commercial network, establishing strong connections with the Italian Peninsula. The purpose of this paper is to analyse an unpublished Dressel 1 amphora from Cadiz and dated to the Republican period. The amphora has a stamp that allows us to trace its origin and to link it to the Italian wine trade.

Arctic security is a main security challenge – a global one, not only a regional one – not only for the Arctic countries, but for the whole international community, first of all the European. With Russia and China expanding their role in the area, and the difficulty of finding an undisputed governance on maritime routes and economic exploitation of resources, there is the risk of militarization of the Arctic. After briefly summarizing current and future challenges in the Arctic, this paper analyzes the limits due to a deficit of suitable instruments to maintain security in the region, especially in relation to the role of international intergovernmental organizations, and suggests some remedies to overcome these deficiencies., Paper presented at the 7th Lisbon International Arctic Conference and Workshop, held at the Instituto Superior de Ciências Sociais e Políticas (ISCSP), Universidade de Lisboa (ULisboa), on December 13, 2019. The author gratefully acknowledges the European Social Fund (ESF) and the Fundação para a Ciência e a Tecnologia (FCT), Portugal, for supporting this research through grant SFRH/BD/136170/2018.

International audience; Cyprus acquired special importance, especially from the thirteenth century onwards, on the Eastern Mediterranean’s pilgrimage network. Described by contemporary pilgrims as “Terra christianorum ultima”, the island was considered to be the last Christian land in the south-eastern Mediterranean on the pilgrims’ itinerary on their journey to the Holy Land. This study is concentrated on two maps of Cyprus dated to the fourteenth century and preserved in Milan: Biblioteca Ambrosiana, A95 sup. and Venice: Biblioteca Nazionale Marciana, gr. XI.21. It aims to explore the physical and spiritual mobility and interconnectivity in Cyprus during the late Middle Ages and to consider how these contribute to the development of pilgrimage sites directly related with maritime routes, seamen and travellers. These unique nautical maps captured the sea voyage which had Cyprus as a stopover, bringing to light new insights into fourteenth century Cyprus. The maritime shrines discussed in this article, which are usually “mixed” sacred sites, are directly related with sailors’ needs. They integrate into a wide network of communication, removing them partially from their local dimension.

Frente a la ruta que desde el siglo XVI enlazaba la Península Ibérica con las islas Filipinas, Vicente de Memije propuso en la Tesis presentada en Manila en 1761, una nueva ruta directa que bordeaba el Cabo de Hornos. Su texto se dedica al rey Carlos III a quien anima a continuar la tarea de evangelización de Asia de sus antecesores, partiendo para ello del archipiélago filipino, que ya desde el siglo XVI había servido de plataforma a las órdenes religiosas para llevar a cabo la conquista espiritual de las tierras asiáticas. También trata de demostrar la necesidad de establecer una cartografía hispánica basada en la medición de los grados de longitud hacia poniente, rechazando las medidas que distintos cosmógrafos habían otorgado a los dominios españoles y al Pacífico. La Tesis presenta como aparato gráfico dos estampas de gran valor científico y artístico. Para confeccionar la primera, firmada por Nicolás de la Cruz Bagay, acudió a diversas fuentes gráficas francesas, inglesas y holandesas, siendo limitadas las informaciones obtenidas en obras españolas. La segunda estampa aparece firmada por Laureano de Atlas y constituye una de las mejores creaciones de la cartografía simbólica. In his 1761 thesis presented in Manila, Vicente de Memije proposed a new direct route around Cape Horn, contrasting with the prevailing route that had linked the Iberian Peninsula to the Philippines since the 16th century. His text was addressed to King Carlos III, whom it encourages to continue the missionary work in Asia begun by his predecessors. In his proposal, the Philippine archipelago, which had served as the main base for multiple religious orders to carry out the spiritual conquest of Asian lands since the 16th century, would continue to play this central role. His work also tried to demonstrate the need to establish a Hispanic cartographical tradition based upon the measurement of degrees of longitude oriented toward cardinal West, rejecting the measurements that various cosmographers had defined for the Spanish dominions and the Pacific Ocean. De Memije’s thesis presents a graphic device in the form of two prints of immense scientific and artistic value. In order to create the first print, signed by Nicolás de la Cruz Bagay, he drew from diverse French, English, and Dutch graphic sources, as the information he obtained from contemporary Spanish works was limited. The second one is signed by Laureano de Atlas and constitutes one of the greatest creations of symbolic cartography.

International audience; This paper investigates for the first time the evolution of inter-port and intra-port vessel movements across ports of the world during the last four decades. Based on the Lloyd’s List database covering 4 complete months a year, and providing dates of departure and arrival on a daily basis for the whole world fleet of fully cellular container vessels, we measure the average time that ships stay at or voyage between ports around the world. We also map with a dedicated Geographical Information System (GIS) the evolution of inter- and intra-port times showing the regionalism of discrepancies between routes and nodes in the global liner shipping network. Although the world average exhibits a constant decrease of movements’ speed at ports and on the sea, certain regions are more or less efficient in travelling and handling containers. We conclude to a subtle mix between technological change, territorial influence, and wider economic forces driving such results and discuss further research pathways.

Dans un contexte de bouleversements climatiques dans l’Arctique, la fonte rapide du pergélisol, le recul des glaciers et la fonte de la banquise créent des occasions stratégiques et économiques qui n’ont pas échappé aux États riverains. L’intérêt pour la région ne se limite pas aux pays directement concernés. La Chine, par exemple, sans accès direct à l’Arctique, a adopté une attitude officielle très prudente ; cependant, ses efforts diplomatiques, économiques, politiques et scientifiques dans cette région suscitent des réactions négatives de la part des médias occidentaux. Ils dressent souvent un portrait d’une Chine ambitieuse et arrogante, prête à bousculer la souveraineté des pays arctiques pour défendre ses intérêts dans cette région. Dans cette optique, il paraît pertinent d’analyser les activités de la Chine en Arctique et de tenter d’identifier quelle est la stratégie de Pékin dans cette zone polaire. In a context of climatic upheavals in the Arctic, the fast melting of permafrost, the decline of glaciers and the melting of sea ice created strategic and economic opportunities which did not escape the riparian States. The interest for the region goes beyond its shores. China, for example, without direct access to the Arctic, adopted a very careful official attitude ; however, its diplomatic, economic, political and scientific efforts in this region arouse negative reactions among western media. They often draw up a portrait of an ambitious and arrogant China, ready to push aside the sovereignty of the Arctic countries to defend its interests in the Arctic. From this perspective, it seems relevant to analyze China’s activities in the region and try to assess Beijing’s strategy in the Arctic.

O Ártico é uma área inóspita, de difícil acesso, onde só em 1905 o explorador norueguês Roald Amundsen conseguiu atravessar o Estreito de Bering (EB) e alcançar o Oceano Pacífico. As grandes superfícies geladas com temperaturas que descem aos -46º Celsius e podem estender-se da Gronelândia ao Canadá, à Rússia, aos Estados Unidos da América (EUA) e à Noruega, tornam esta região extremamente dura para a atividade humana. Com o aquecimento global a camada de gelo recua, deixa mais áreas acessíveis, e a Rota do Nordeste e do Noroeste estão transitáveis durante mais tempo. Simultaneamente, a evolução da tecnologia permite a exploração em áreas e profundidades antes inacessíveis e cujos recursos são valiosos para a produção de bens e serviços para uma população mundial em crescimento, tornando a região motivo especial de interesse e correspondentes conflitos, em especial, para os EUA, a Rússia, o Canadá, a Noruega e a Dinamarca. Neste contexto, através do presente estudo, caracterizouse o Ártico, identificaram-se as estratégias em confronto, os conflitos existentes e o dispositivo militar, a fim de compreender a influência desta dinâmica regional na estabilidade global, tendo-se concluído que a probabilidade de resolução diplomática dos conflitos é elevada, não sendo provável que a região constitua um foco de instabilidade. The Arctic region is inhospitable and difficult to reach. It was only in 1905 that Norwegian explorer Roald Amundsen crossed the Bering Strait (BS) into the Pacific Ocean. In the vast icy areas that extend from Greenland to Canada, Russia, the United States of America, and Norway, temperatures can drop as low as -46°C, making human activity in the region extremely difficult. Today, due to the effects of global warming, which have caused the icecaps to retreat, more areas have become accessible and the Northern Sea Route and Northwest Passage are navigable for longer periods. In addition to this, new shipping technologies have enabled exploitation in areas and at depths that were previously inaccessible and that hold valuable resources for the production of goods and services for a growing world population. This makes the region particularly attractive and a fertile ground for disputes, mainly between the USA, Russia, Canada, Norway, and Denmark. This study provides a characterisation of the Arctic, identifies the different strategies, disputes, and military forces to understand the region’s dynamics and how they could affect global stability. It was concluded that the chances of a diplomatic resolution are high and that the region is unlikely to become a focus of instability.Arctic, Global Warming, Maritime Routes, International Relations info:eu-repo/semantics/publishedVersion

From the historical point of view, there are so many cases of town’s vicissitudes being influenced by the routes of physical distribution decided by the political, economic and/or technological environments of that time. We focused on the vicissitudes of Uraga port throughout Tokugawa Era. More than 250 years, Uraga had been highlighted, but sequentially playing three different roles: the Tokugawa’s commerce base to America where Spain dominated at that time in the age of exploration, then the chokepoint to Edo Bay to control the product distribution for stabilizing the prices after closing of Japan, and at the Tokugawas’ final stage (just before the opening of Japan) the most important point d’appui to guard the Capital from the great powers such as USA, UK, France and Russia. In this paper, we discuss the role transitions of Uraga from the historical evidences.

From the aspect of the Republic of Croatia, short-sea shipping has multiple significance. Primarily, the short-sea shipping between the Croatian and Italian coast, diverting of a part of cargo that is transported from the European Union into the countries of south-eastern Balkan via Croatia, reduction in harmful emissions in traffic and increase of traffic in the domestic ports. From the aspect of Europe short-sea shipping refers to the movement of goods and passengers by sea between the ports located in Europe or between these ports and the ports outside Europe that have a joint sea border with Europe. The aim of introducing short-sea shipping are: relief of the burden on the European road routes and shift of transport of cargo and passengers to the maritime transport, improvement of traffic connections and competitiveness of Croatia with the European Union, as well as the connection of the Danube and the Adriatic. KEY WORDS: short-sea shipping, Republic of Croatia, maritime routes, traffic corridors

This paper will discuss the features and the trends of Portugal?s future maritime activities in the context of a political process related to the enlargement of the continental shelf. It is our belief that the extension of Portugal?s continental shelf will have a multidimensional impact over a set of different economic activities and it will represent a major challenge in terms of our geopolitical orientation. This way, we chose a set of specialists with different scientific backgrounds and professional experience, in order to put our main hypothesis into test. In practical terms, and with the goal to evaluate our main objective, we have launched a DELPHI survey, collecting the opinion of said pre-selected panel of specialists. This panel included specialists in politics, economics, military and academia. This paper is divided into four sections: In the first part, we will discuss some theoretical trends related to maritime related activities and maritime transport that might have a strong impact in Portugal?s political and economic options towards the Atlantic. It is important to stress that the enlargement of the continental shelf will bring different impacts over a diverse range of sectors, including transports, logistics, defense and different branches of economic activities. In the second part, we will present the methodological concerns related to the DELPHI method, in order to explain our main choices where this method multidimensional impact derived from the enlargement of Portugal?s continental shelf. The third part of our paper will be dedicated to our case-study, that is, the impact derived from the enlargement of Portugal?s continental shelf. It will be the author?s main concern to discuss the differential impacts over four main areas: a) advantages that might come as a result of the said enlargement; b) Management related issues; c) Portugal weaknesses that might play a negative role in terms of the continental shelf future management; d) Multidimensional solutions towards the future. In terms of methodological options it is important to point out that for one part, the DELPHI Inquiry was divided according to those four main issues and, that for another part, we launched two rounds of questions. In the second round, we chose only the questions that were considered as more controversial taking into account the answers obtained during the first round of inquiry; In the final section of our paper, we will discuss the main results from our survey and we will propose some guidelines for further research.

Maritime villas visibly stood out in the landscape and were important, marked orientation points. They had watchtowers (mentioned by Pliny the Younger) with panoramic views, from which important maritime routes and the channels between the islands and mainland could be controlled. In addition to their economic and residential purpose, they also played an important role in navigation in general along the eastern Adriatic coast. Villas also had safe and protected ports, supplies of food and water for ships and facilities for repairing vessels and ship equipment. Ports for ships in transit were located at a certain distance from the villas. Such examples included Soline and Palmižana on the island of St. Clement near Hvar, the bays of Verige and Madona on the Brijuni islands, Veli and Mali Lago and Ubli Bay on the island of Lastovo, etc. In the first centuries of Roman rule, luxury villas were built by senatorial families and high-ranking commanders of the Roman military, especially the navy. They were linked with urban centres, with which they formed a network of navigation and stopping points. They were located in strategically important places on maritime routes and played an important role in signaling as we can see from the Roman wall paintings (maritime villas with light houses) from Pompeii and Stabiae. There was an important difference in the use of maritime villas in the Early Empire with their strong economic role, as opposed to Late Antiquity, when their defense role was essential. In that time they played an important role in securing the vitally important navigation routes in the Adriatic and in supplying and accommodating military units villas were still central elements in the landscape of the eastern Adriatic coast, as described by Cassiodorus (Variae, XII, 22)., Maritimne vile predstavljale su odrednicu u pejsažu, značajne istaknute orijentacijske točke i bile su opremljene stražarnicama (o kojima piše Plinije Mlađi) s kojih se pružaju panoramski vidici i kontroliraju široki akvatorij, te važne maritimne rute između otoka i kopna. Uz svoju rezidencijalnu funkciju imale su i važnu ulogu u ukupnoj plovidbi uz istočnojadransku obalu. Uz njih se vežu sigurne i zaštićene luke, opskrba brodova vodom, hranom te pružanje usluga popravaka brodova i brodske opreme. Luka za prihvat brodova u tranzitu bila je udaljena od vile kao npr. Soline i Palmižana na Sv. Klementu, nedaleko Hvara; uvala Verige i uvala Madona na Brijunima; uvala Mali i Veliki Lago i Ubli na otoku Lastovu itd. Početkom Rimske dominacije na istočnojadranskoj obali, grade ih obitelji senatorskog staleža i visokopozicionirani zapovjednici u rimskoj vojsci, posebno mornarici. Vezane su uz rimska urbana središta. zajedno s kojima čine mrežu plovnih odrednica i zaustavnih punktova. Nalaze se na istaknutim strateškim točkama plovnog puta, te imaju važnu ulogu u signalizaciji, kao što je vidljivo na zidnim slikama (vile sa svjetionicima) iz Pompeja i antičkih Stabiae. Ekonomska baza posjeda čiji centar čini maritimna vila, izvjesno je i prihod od pružanja usluga opskrbe i smještaja brodova (Novi zavjet, putovanje sv. Pavla, apostola). Značajna je razlika u korištenju maritimnih vila u ranom carstvu prema kasnoj antici. U ranom carstvu njihova je uloga vezana uz strateški položaj, plovidbu, signalizaciju, ali i poljoprivrednu proizvodnju. U kasnoj antici ekonomska i strateška funkcija bila je još više naglašena (o čemu svjedoče nalazi keramike na lokalitetima). Tada one igraju važnu ulogu u osiguranju vitalno važnog plovnog puta Jadranom, opskrbi i smještaju vojske (Sustjepan kod Cavtata, uvala Verige na Brijunima, Polače na Mljetu). U 6. st. vile su još uvijek bile centralne točke u krajoliku istočnojadranske obale kao što ih opisuje Kasiodor (Variae XII,22).

Maritime villas visibly stood out in the landscape and were important, marked orientation points. They had watchtowers (mentioned by Pliny the Younger) with panoramic views, from which maritime routes and the channels between the islands and mailand could be controlled. In addition to their economic and residential purpose, they also played an important role in navigation in general along the eastern Adriatic coast. Villas had safe and protected ports, supplies of food and water for ships and facilities for repairing vessels and ship equipment. Port for ships in transit were located at a certain distance from the villa. In the firstcenturies of Roman rule, luxury villas were built by senatorial families and high-ranking commanders of the Roman military, especially the navy. Villas were linked with urban centres, with which they formed a network of navigation and stopping points. They were located in strategically important places on maritime routes and played an role in signaling as we can see from the Roman wall paintings (maritime villas with light houses) from Pompeii and Stabiae. There was an important difference in the use of maritime villas in the Early Empire with their strong economic role, as opposed to Late Antiquity, when their defense role was essential. In the Late Antiquity villas played an role in securing the vitally important navigation routes in Adriatic and in supplying and accommodating military units.

Se presentan y discuten dos piezas selladas inéditas de ánforas de origen brindisino procedentes de El Coronil (Sevilla) y Mesas de Asta (Jerez de la Frontera, Cádiz). El escaso número de ejemplares de este tipo de envases hallados en el SO peninsular motiva que estas dos nuevas piezas tengan un especial interés para completar la panorámica de las relaciones comerciales entre este espacio y la zona adriática, así como la presencia itálica en el territorio y sus patrones de consumo. El estudio se enmarca en una revisión de la distribución de estos contenedores en el SO peninsular, cuestión hasta ahora no abordada específicamente, mostrando una presencia limitada pero significativa en relación a las rutas marítimas y vías de aprovisionamiento de la zona durante los siglos II-I a.C. two unpublished stamped amphorae sherds of Brindisian provenance, found at El Coronil (Seville) and Mesas de Asta (Jerez de la Frontera, Cádiz) are presented and discussed. The limited number of examples of this type of container identified in the SW of the Iberian Peninsula means that these two new pieces are of particular interest for completing the overview of trade relations between this area and the Adriatic area, as well as the Italic presence in the territory and its consumption patterns. The study is part of a review of the distribution of these containers in the SW of the Iberian Peninsula, an issue that has not been specifically addressed until now, showing a limited but significant occurrence in relation to the maritime routes and supply lines in the area during the 2nd-1st centuries BC.