Roman roads 2,000 years later

Catherine Fletcher: The Roads to Rome, A History, The Bodley Head, London, 2024, reviewed by Charles Freeman

Simone Quilici, one of my former pupils (when I taught the International Baccalaureate History programme), is now director of the Via Appia, which stretches in its original paved state outside Rome. I was pleased to be able to take one of my tours there to see what Simone was up to. He is busy excavating the opulent villas which once lined the road.

Construction of the Via Appia began in 312 BC under the censor Appius Claudius Caecus. Its aim was to support military operations as Rome encroached on the Greek cities in southern Italy. The Via Appia, ‘the queen of the long roads’, according to the Roman writer Statius, lived on in the consciousness of later generations and virtually every traveller or pilgrim to Rome ventured along it to inspect its paving or the catacombs which lay beside it. The Via is, as of July 2024, the first road to be made a World Heritage Site by UNESCO so I was especially glad to see the publication of Catherine Fletcher’s The Roads to Rome, an erudite and absorbing history which surveys not only the building of the original roads but their afterlives and diversions. Fletcher writes engagingly on her varied and often disjointed travels in search of surviving fragments.

Her approach, after three introductory chapters on the building of the imperial road network, is to take later travellers along the roads. So she recounts the escape from an arranged marriage in Constantinople of the mid-6th century Byzantine noblewoman, Arthelais, probably along the Via Egnatia. This road was the first to be built outside Italy, possibly in the 140s or 130s BC. Its starting point was the Million, originally a triumphal double gateway in Constantinople and now just a surviving stone, which marked distances from the eastern capital. The gateway may have been surmounted by the four Greek horses, now in St Mark’s, Venice. It would have been an uncomfortable journey to the port of Durres (now in Albania) and then across the Adriatic to Italy, as the road had decayed by the 6th century. Arthelais’ safe arrival, to see an uncle who would protect her, was short-lived as she died soon after reaching Italy.

By the 10th century, pilgrims were exploiting the original roads from northern Europe to reach Rome. The most famous, still patronised by pilgrims today, is the Via Francigena, which by-passed the coastal Via Aurelia but incorporated  parts of the Via Cassia. The stations on the road were first recorded in the 990s by Sigeric, an archbishop of Canterbury, on his way to receive his pallium from the pope in Rome. By the end of the 11th century, crusaders were choosing their own routes either by sea or land to the Holy Land whose roads had, of course, been once part of the Roman network. Many used the Via Egnatia or the Via Militaris (built in the 1st century AD), which went eastwards across what is now Bulgaria. Despite Covid restrictions and other hindrances, Fletcher makes an intrepid attempt to follow them. She avoids ‘the Bulgarian Forest’, which offered a host of dangers for those crusaders going by land.

With the Renaissance, there was a revived interest in Classical sources and this included appreciation of the road network. Enea  Silvio Piccolomini, later Pope Pius II (r. 1458–1564), was an exemplar of the entanglement of Christianity and paganism which gave such a boost to cultural life. This was an age of villa building along the ancient roads (as in Roman times), which required some rediscovery of the original surfaces or a repaving so that access was possible. Journey times approached those of 1,500 years before. One of the best travel journals, Fletcher tells us, is that of the French essayist Montaigne, who crossed the Alps to explore the roads to Rome, crossing southwards via Trent, Verona and Florence, admiring what ancient ruins he came across and being impressed by the improvements he found as he wandered from city to city.

Those embarking on the Grand Tour from Great Britain had had a Classical education beaten into them, so they knew the sources intimately. Their records are full of complaints about uncomfortable journeys in unsprung carriages, the hazards of the beds in inns, and the failure of the contemporary Italians to match the proud deeds of their Roman ancestors. Typically the tourists lamented the decay or complete disappearance of the original road network. ‘All are vanished, the splendid tumult is passed away: silence and desolation remain . . .’ as William Beckford recorded on the road from Ostia to Rome. Luckily, from 1763, the excavations at Pompeii and Herculaneum helped restore confidence in the Roman experience.

The Romantics, among them Wordsworth, Goethe, Keats and Shelley, brought a new aesthetic dimension to travel. By this date it was not so much the surface of the ancient roads which excited travellers as the impact of Nature, especially in the Simplon Pass forged by Napoleon in an echo of his admiration of the feats of Hannibal in crossing the Alps. The story continues with the railways and the unification of Italy, which went hand in hand. (Not everyone approved. The fastidious John Ruskin compared being sent by railway as being ‘little different from becoming a parcel.’) Garibaldi’s exploits aroused new enthusiasm for the Classical heroes to which he was compared. Americans came too, among them Mark Twain, Nigel Hawthorne and Frank Douglass. Guidebooks, the celebrated Baedekers, ancestors of the Blue Guides, had to be provided to cater for them.

The 20th century is well dealt with by Fletcher. ‘The March on Rome’ of 1922 provides an echo of the legions setting out on some of the same roads to conquer Italy. Mussolini was excited by the idea of recreating of the Roman Empire. He was responsible for the Via del Mare, which stretched from Rome to the ancient trading port of Ostia and the impressive Via dei Fori Imperiali which still cuts through the ancient fora. The fate of the Jews shows the roads being used in the other direction, leaving Rome for Auschwitz. With the Allied invasion of Italy, the Via Appia was designated as ‘Highway 7’ and Fletcher devotes an entire chapter to the tortuous and brutal campaigns that followed in 1943–4. Conquest is inseparable from the history of the network.

Almost any reference to the original roads catches Fletcher’s eye and so this is a richly researched book which knows when to divert to travellers’ tales. I much enjoyed it, not least the determination of the author to discover any trace of the original network.Throughout The Roads to Rome Fletcher reflects on the importance of road networks as defining the geographical unity of a country or empire. Yet the Via Appia remains supreme and its recent accolade as a World Heritage Site richly deserved.

by Charles Freeman. In his The Horses of St Mark’s (Little, Brown, UK, 2009; Abrams Press, US, 2010) he searches for accounts of triumphal chariots drawn by ‘four horses’ in Constantinople before the Venetians looted one of several recorded in the Fourth Crusade of 1204. He is also the author of Blue Guides’ Sites of Antiquity:

Venice attempts to stem the tide

(and some news from Rome and Florence)

by Alta Macadam

The long-discussed entrance restrictions to Venice are finally to become operational on 25th April. The system is designed to limit the numbers of day-trippers, who come to the city for just a few hours (often as part of a tour group) and from whom the city reaps very little benefit, if any. Overtourism has damaged Venice in many ways and the declared aim is to reduce the crowds, encourage longer visits and improve the quality of life for residents. It is also a way in which visitors can be monitored so that certain days of the year do not become too crowded, and it provides an incentive to visitors to come at the least crowded periods. It is a genuine experiment to regulate the flow. Venice is supposedly the first city in the world to undertake this experiment.

All the (fairly complicated) details are given here.

This is the only official City of Venice tourist information website, even though it rarely comes up as one of your first search results, and the website itself adds to the confusion by not giving any information on the ‘Venice access (entry) fee’ on its opening page (you have to go to the next page).

The first step is to look on the calendar to see which days are subject to the restrictions (these generally include all weekends). On these days, if you are entering the city between 8.30 am and 4pm, you are subject to an entrance fee of 5 euro. (The 4pm limit means people are free to come in to the city in the evening – for instance those who might want to have dinner there or attend a concert).

You are not subject to an entry fee if you are staying overnight or longer somewhere in the historic city (or even within the municipal area, which includes Mestre on the mainland) in any type of accommodation. However, you are now obliged to ‘register’ by filling out a form to get a QR code to show that you are exempt from the entrance fee as the “guest of an accommodation facility”. On the form provided, the names of everyone staying with you, the dates of your stay and the name of the place where you are staying, will all be required. You will need to use the QR code for access and show to any official doing a check while you are in the city.

For a direct link to the forms to fill in, if you are staying in Venice for at least one night), see here.

For the exemption rules (which include children under 14 and the disabled), see here.

It seems there will be one or two offices in Venice, including at the railway station, where you will be able to register and pay but clearly you are much better off to arrive fully armed with your QR code. There is also talk of a number of access points (airport, railway station, car parks, etc.) where you will be required to have your QR code passed.

If, sadly, you can only visit the city for a day, see the website for the procedures, which include payment of an entrance fee.

Many people in Italy and abroad will be eagerly waiting to see how this new system works and if it produces the hoped-for results. For now, the signs are positive and everyone is feeling optimistic.

This long thought-out attempted solution to Venice’s problems seems far distant from the latest campaign to encourage tourism by the flamboyant Minister of Tourism. One wonders if it isn’t going a bit too far to dress up Botticelli’s Venus (a detail from his iconic Birth of Venus) in a T-shirt and show her eating a pizza on Lake Como, or in shorts outside the Colosseum. She is touted as the Minister’s ‘virtual influencer’. The whole campaign is bizarrely titled ‘Open to Meraviglia’.

Rome
A few months ago some very negative news came in from Rome. It is now necessary to purchase a ticket (and therefore join a queue) to enter the Pantheon, the greatest ancient building in the city to have survived virtually intact. This was met with great sadness by many inhabitants and visitors alike as, without an entrance ticket and the paraphernalia that entails, it had always been a place to savour whenever one was in the vicinity: with even just a few minutes to spare, one could stand in one of the most extraordinary spaces ever created. The disappointing decision to impose an entry fee was taken by the Cultural Ministry and the Roman diocese in June 2023.

Florence
One of the most curious recent events in Florence has been the decision of Eike Schmidt to stand for Mayor in the forthcoming local election (to be held in June). After eight years as the much-admired director of the Uffizi, he has put on hold his next appointment to the Capodimonte museum in Naples, become an Italian citizen, and begun his campaign in Florence, running as an independent. He launched his campaign for “Firenze Magnifica” on 17th April.

Alta Macadam is the author of Blue Guides to Venice, Rome and Florence.

The Twenty-day Sultan

To be a sultan even for only twenty days is an achievement. Cem Sultan paid for it for the rest of his life. Here is his story.

Born the third son of Fatih Sultan Mehmet (the conqueror of Constantinople), Cem could style himself as ‘porphyrogenitus’, being born when his father was an emperor, unlike his two brothers Beyazıt and Mustafa (the latter of whom died soon after and is not part of the story). According to Ottoman tradition, princes were sent out to the provinces while still very young, to learn the ropes. Cem was made governor of Kastamonou at the tender age of five. He took up residence there with his mother, his tutor (his lala) and his court. Later he was promoted to Konya and it was there that he learned of the death of his father. Not yet fifty, Sultan Mehmet had probably died of exhaustion. Already a ruler at twelve, deposed at fourteen and reinstated at nineteen, he went on to conquer Constantinople two years later, embarking afterwards on non-stop wars of conquest in the Balkans and Anatolia. He literally had been burning the candle at both ends.

Mehmet left no arrangements for his succession, which may appear strange since he was well aware of the dangers of civil war. On his accession he had had his one baby brother drowned (or strangled—both methods acceptable as long as Muslim blood was not shed) ‘for the sake of public order’ and had the practice codified in law. The Turco-Mongol tradition leaves to God the choice of ruler from among the males of a specific bloodline. Anyone interfering would be subverting divine will, which equals heresy. But how does God manifest his choice? By granting favour (kut), i.e. the claimant who could maintain himself on the throne could claim divine support. The tradition did not recognise primogeniture of any other form of seniority.

After Mehmet’s death, it was Cem who won the first round. He got himself to Bursa, seized the treasury, minted coins in his own name and was Sultan for twenty days. This was as much time as Beyazıt needed to move from Amasya, where he was governor, gather his troops (the Jannissaries had declared for him) and beat Cem soundly at Yenişehir. Cem fled for his life with his immediate family, all the way to Egypt. While plotting further action, he made the pilgrimage to Mecca (the only Ottoman sultan to have done so) and proposed to Beyazıt that they split the empire. He would rule Anatolia while Beyazıt would control Rumelia, the European provinces. Beyazıt’s answer was unequivocal: absolute power could not be split. ‘Sultans do not have a family’ he said, setting the tone for future Ottoman autocracy.

One last attempt at seizing Konya ended in disaster and Cem had to flee again. This time he did not go to Egypt, where he had left his family, but to Rhodes, the piece of European soil within easiest reach. He was acquainted, moreover, with the local rulers, the Knights of St John, with whom he had been instrumental in negotiating a settlement after his father’s failed attempt to conquer the island. The Order of St John embodied a mixture of military, political, religious aspirations: assisting pilgrims to the Holy Land, checking the advance of the Turks, flying the flag of Catholic Christianity in the East. Cem calculated that the Grand Master of the Order, Pierre d’Aubusson, who lived in Rhodes, would be able to help him gather European support in his quest for justice, or at least a share of the Empire. At the same time, however, d’Aubusson was in touch with Beyazıt, who was geographically his near neighbour and with whom he had to find a modus vivendi. The result of the negotiations was that d’Aubusson would keep Cem well—and well out of the way—and in return the Sultan would maintain friendly relations with Rhodes and help with an annual contribution of 40,000 gold pieces towards Cem’s upkeep. It is difficult to put a modern figure on this sum of money, sometimes described as ducats or florins, but it was certainly a good deal, well in excess of Cem’s needs. There was enough left over to improve the fortifications of Rhodes and later to tempt the greed of a pope (see below).

The Disputation of St Catherine by Pinturicchio, in the Borgia Rooms in the Vatican (1492–5). The figure of St Catherine has long been rumoured to be a portrait of Pope Alexander VI’s daughter Lucrezia Borgia. The young man in the turban is thought to be Cem. Photo ©BlueGuides

Cem, on the other hand, had completely different ideas. He pictured himself at the head of a European coalition to stop the Turks—or at least one particular Turk, his brother. In this he intended to enlist the support of the King of Hungary, Matthias Corvinus. One has to bear in mind that the Hungarian kingdom had historically reached far beyond the Danube and that it had felt Ottoman pressure right from the beginning. Cem was counting on d’Aubusson to help him make contact with the King of France, gain his support and ensure a safe passage to Hungary.

And so to France! Cem left Rhodes (without his family, who remained in Egypt) with a suite of forty or so ‘companions’; a concubine Almeida, constituting a harem of one; a number of Turkish slaves purchased at the thriving slave market in Rhodes; and an unspecified following of spies and agents sent on the orders of Venice, of the Sultan and of anyone else interested in this up-and-coming ‘hot property’. As a prince of Ottoman blood, pretender to the throne, Cem had become just that.

The passage to the French Mediterranean coast was uneventful, but Cem and his retinue could not land in Toulon because of plague. The company opted instead for Nice, then in the Duchy of Savoy. Here they were accommodated in the castle, on a rocky outcrop between the harbour and what is now the Promenade des Anglais. Cem spent his time waiting for things to happen and whiling away his time with a pet monkey who could play chess and a parrot who could recite suras of the Koran.

Things began to move again in 1483. The party progressed through Piedmont, crossing the Montcenis pass in winter, and arrived in Chamonix to meet the Duke of Savoy, a lad of just fourteen. There was still no sign of the French king, nor of his envoys, nor of the passport to Hungary. This was due not so much to lack of cooperation from the king as to the fact that he had not apparently been informed. D’Aubusson was clearly intending to keep his side of the bargain with Sultan Beyazıt, to keep Cem ‘well out of the way’, to all intents and purposes a prisoner. This was the reason behind the detour into Piedmont, where the knights could count on secure accommodation in their various commanderies (fortified buildings).

From Chamonix the way was due northwest, to d’Aubusson country, la France profonde, skirting the Grand Chartreuse massif into the Auvergne and beyond into the Creuse around Limoges. Accommodation was always in some form of defended outpost (Rochechinard, Monteil-au-Vicomte, Poët-Laval etc), which can still be identified though most are in a sorry state today. Along the way, romantic attachments with various châtelaines have entered local lore. And Cem was not the only male in his party. There were his companions as well as an unspecified number of Turkish slaves. Talk of large-scale DNA testing, searching for potential kinship links, has come to nothing so far.

In 1484 at Bourganeuf, 40km east of Limoges, Cem and his company were offered accommodation in a château at the centre of the fortified village belonging to d’Aubusson himself and where his sister was living at the time. On the pretext that the rooms were unsuitable, but in reality fearing kidnap or the flight of the prisoner, it was decided to build new, secure accommodation while housing Cem and company nearby. More removals, more disruptions. The building process took two years. There can be no doubt that the tower known locally as the Tour Zizim (apparently from Cem’s childhood nickname, or perhaps because the local people could not pronounce his name properly) was effectively a prison: a seven-storey building accessed via a walkway from another tower of the castle. The first opening was 10m off the ground. The tower can be visited. Inside, the seven floors connected by a central spiral staircase included (from the bottom): a cellar, kitchen and stores; the companions’ accommodation; Cem’s own apartment on two storeys, with his harem above it (still a one-person harem); guards on the top floor and more guards on the roof. Rumours of a hamam are unconfirmed. Here Cem stayed for two years and three months. Not so Almeida, who killed herself.

Meanwhile, in the outside world, things had moved on. When the King of Hungary died the focus of a crusade moved to Rome, to Pope Innocent VIII. Negotiations produced the expected result. D’Aubusson got his cardinal’s hat and relinquished Cem and his appanage, who were taken into custody by the pope. In the spring of 1489, Cem and his suite were moved to Rome where he was lodged in the Vatican, occupying the floor above the pope’s apartment in the Apostolic Palace, overlooking the Cortile del Pappagallo. From Mantegna’s correspondence (he was working in the Palazzo del Belvedere) we get an unflattering description of a moody, alien character.

Beyazıt then made a new arrangement with the pope. Not only would the sultan continue to pay the very generous pension, in exchange for which Cem would be ‘kept well and well out of the way’, but as a sweetener he added a relic, the metal point of the spear that had wounded the Saviour on the Cross. Istanbul was awash with relics and the Turks soon realised their bargaining power with the Christian West. Alas, this particular relic proved ineffective in dealing with Innocent’s health problems and he died in 1492. Even so, the item figures prominently in his left hand in his tomb monument by Antonio Pollaiolo, which can be admired in St Peter’s.

There is no evidence that Cem was free to come and go as he pleased in Rome, but perhaps it was more appealing than a prison-tower in the middle of nowhere in France. Mantegna’s testimony, though, may suggest bouts of depression.

When Innocent died, Cem graduated to a tighter regime during the conclave. He was still ‘hot property’ and was confined to a tower for the duration of the conclave. Worse was to come. The new pope was a Borgia, Alexander VI. He was determined to use Cem for his schemes, which included a crusade. It never materialised, partly because of disagreements among the perspective participants, chief among them Venice, who was to have supplied the vessels but was very unwilling to upset relationships with the Porte at a time when the Serenissima was trading happily with the infidels in spite of the papal prohibition.

In the meantime the French king, Charles VIII, had decided to act upon his claim to the throne of Naples and in 1494 crossed the Alps to claim his due. Cem this time ended up with the pope himself in Castel Sant’Angelo, the one-time mausoleum of the emperor Hadrian later turned into a fortress. In spite of his determination to hang on to his precious hostage, Pope Alexander had to surrender him to the French king, who also had the same ill-defined ambition of a crusade. It was a difficult time for the Borgias as they were short of money and Beyazıt’s subsidy was quite handy.

Cem just made it to Naples and died in Castel Capuano, at that time the residence of the King of Naples, who was currently in exile. This was a blow for the French king and his ambitions. In the end his mad cavalcade from Paris to Naples came to nothing and he went back home—though not empty-handed. In his train were 43 tons of booty: carpets, tapestries, books, marbles, furniture, the bronze doors of Castel Nuovo and even a set of stained-glass windows. Not all of it made it to France, notably the doors, one of which was used as a shield in a naval battle and was hit by a cannon ball that is still embedded in it. They were sent back to Naples where they can still be admired.

By 1498 the French king was dead and buried. Things were not so simple for Cem, who had died in February 1495 but had still not been buried in the way that Beyazıt wanted, i.e. with the actual body, very publicly in the Empire, to make sure that every citizen knew that the claimant to the throne was truly dead. The problem was twofold. First it was necessary to ensure that the body was really Cem’s. To that effect his two last companions were tasked to guard it day and night. They had already embalmed it, burying the entrails in the garden of Castel Capuano, and then wrapped it in an emergency shroud, in this case one of their turbans.

The lead coffin now awaited transport to Istanbul but that was not so easy. The last thing the Italians wanted to see were Turkish vessels cruising off their shores. The occupation of Otranto by Mehmet Fatih in 1480–81 was still fresh in everyone’s memory. In the end the transport was organised by the King of Naples: overland to Lecce, across the Adriatic to Valona and then by land to Istanbul. Cem was buried in 1499 with full honours in Bursa alongside his brother Mustafa. The surviving companions were rewarded. There is no mention of what became of the parrot and the monkey.

At 35 Cem had spent seven years and two months in France and six years and two months in Italy, in something very close to captivity in unfamiliar surroundings, away from his family and without advancing his cause an inch. If depression and frustration can kill, this would be a textbook case. The curse extended to his progeny. When Sultan Suleiman conquered Rhodes in 1522, he sought out Cem’s son Murat (now a Christian by the name of Niccolò) and had him killed. According to some he may have killed Murat’s son as well, unless the young man had already decamped to Malta, where the Knights of St John had moved. The curse of the Ottoman blood was apparently unforgiving.

by Paola Pugsley. Her latest book, Blue Guide Mediterranean Turkey, was published in 2020.

The Colour Purple

Empires that tend to be large, and try to unite peoples of disparate ethnicities under one ruler, certainly have a communication problem, more so in antiquity when getting ideas around was a much slower business. The power, the benevolence—indeed the very existence of a new emperor had to be drummed in one way or another. Coinage was pressed into service. Everyone needed coins to pay taxes while soldiers, paid in coins, could see the ruler’s portrait on them.

Colour, as exclusive to the top end of the ruling class, was also used at least from the 2nd millennium BC according to written sources. And the colour used was purple, the colour of a dye extracted from a marine mollusc and developed on the east Mediterranean coast and subsequently commercialised widely by the Phoenicians. The Hittites and later the Assyrians mention it as a tribute extracted from the area. Persia adopted purple wholeheartedly. Such success, apart from personal taste, is probably down to the fact that it was the only colour-fast commercial dye known in antiquity. Empires are not supposed to fade. And besides, it was very expensive, reassuringly so, worth its weight in silver. Wannabes who tried to cheat with a dye extracted from radicchio endives were soon exposed.

When Alexander the Great toppled the Persian Empire, he adopted the Persian style with enthusiasm: purple hat, purple shoes, tunic, mantle and a profusion of purple soft furnishings: cushions, rugs and carpets. He gifted purple things to his entourage as a mark of favour. The chosen few were called the ‘porporati’. As he died in Babylon it was left to his successors, the diadochoi, to bring the fashion westwards. The up-and-coming power of the time, Rome, adopted purple as a symbol of power but in a more modest version, as consonant with a republic that did not wish to be associated with the absolutism and tyranny of the defunct Persian Empire. Senators and other worthies had bands of purple on their togas, of differing widths according to rank. Only a victorious general was allowed a full purple toga embroidered with gold (the toga picta).

As the wheels of history moved on and the Roman Empire became a reality, the colour purple took a new dimension. On 23 July AD 18, at the beginning of the reign of Tiberius, Caius Cominius Leugas discovered the quarries of red and black porphyry in the Eastern Desert of Egypt. So says the inscription found in a location some 30km inland from Hurgada on the Red Sea in one of the quarry villages. The date suggests that the province of Egypt was being prospected for mineral resources. After the demise of Antony and Cleopatra, Egypt came under the direct control of the Emperor, being too rich and important to be left to senators or equestrians. The Egyptians had been aware of this stone, with its stunning purple hue dotted with white specks, but had not exploited the quarries. They had only used the odd loose boulder, found lying on the valley floor, to make vessels. Perhaps they did not particularly like it, or were defeated by the logistics of extracting and moving large pieces. Not so the Romans. About 50 years later the operation was up and running, roughly at the same time as the exploitation of the granite quarries on Mount Claudianus about 50km to the south. These in due course provided the columns for the front porch of the Pantheon, still there to be admired.

The Roman activity at Mons Porphyrites, which lasted almost without interruption until the 5th century, has recently been investigated by a British team. Another reason for the study is because the site is under threat from nearby tourist development at Hurgada. Access has become too easy: the desert is not what it used to be.

The area is mountainous and the porphyry is present as intrusions in dikes, most of which are vertical. Therefore the quarries are high up and connected to the wadi floor with slipways. Workers lived in villages; the military personnel, indispensable for security and for technical expertise, lived in a fort together with the administrative staff. It is thought that the workforce was mainly Egyptian, as the two temples identified are dedicated to Egyptian gods. The vexed question of slave labour remains difficult to solve but ostraka (pottery sherds reused to write messages on) talk of payments to workers—or at least, to specialists, such as the blacksmith for whom wood had to be found, as indeed it was: oak has been identified, which must have been sourced outside Egypt. A blacksmith was required for the metal tools. Porphyry being harder that granite, it could only be obtained with the use of metal wedges and chisels.

Transport, first to the Nile (some 140km), then down the Nile and finally to Rome, remains a bit of a mystery. If you look at Nero’s colossal monolithic basin, now in the Vatican Museums but formerly in his Domus Aurea, you can see the extent of the problem. The diameter of the basin (some 470cm, never mind the supporting structure which may not be original) suggests a weight of several tons (a cubic metre of porphyry weighs 2.7 tons), quite a job to shift and transport. Eighteenth-century evidence from Carrara in Italy suggests that a wagon load of 18 tons could be handled by 12to 18 pairs of  oxen. But this is a desert area and cattle do not prosper here. Indeed the animal remains suggest the presence of horses (for the military), donkeys, mules and camels. Camels are very strong but also have a foul temper and are difficult to harness in large numbers for a long trek. 

Photo © Paola Pugsley

Somehow or other, however, the stone was moved, starting off from Badia, a nearby fort just out of the wadi in a very fine location (as the picture above shows) to the southwest to Qena on the Nile. It was moved north in such quantities that when the Roman Empire collapsed there was enough porphyry in Rome to adorn the successor capitals from Ravenna (where Theodoric, King of the Ostrogoths, had a porphyry bath manoeuvred into his extravagant tomb) to Byzantium and beyond. There were enough spare columns to beautify churches and palaces, to satisfy everyone. Only statuary perhaps suffered, as there were no fresh blocks to carve. Byzantium went as far as panelling a whole room with porphyry for the heir to Empire to be ‘porphyry-born’ (Constantine VII Porphyrogenitus). Porphyry sarcophagi continued to be used; a good selection can be seen in the garden of the Archaeology Museum in Istanbul.

These were heady days for the Byzantines: the Arab incursions had been repelled and the Turks were not yet on the world scene. Many years later, Fatih Sultan Mehmet, who turned Byzantium into Istanbul, had no time for porphyry: the colour of Islam was green.

By Paola Pugsley. Her latest book, Blue Guide Mediterranean Turkey was published in 2020.

Cobbled together: the roads of Rome

All roads lead to Rome. And Rome still leads the world in roads. The streets of the ancient city were paved in huge, irregular blocks of stone known as basolato. Today only a very few segments of such paving survive: along the Via Appia, for example, or in parts of the Forum. But the streets of central Rome are still paved in stone: most retain their sanpietrini (or sampietrini), small, square, regular cobbles.

The skill of the ancient Romans in building roads throughout the empire was essential to their military victories. Many of the straight roads which they laid out are still used by modern thoroughfares, and are immediately recognisable all over Europe. In the Republican era, roads were the responsibility of censors and consuls, who had to see to their maintenance. Consular Roman highways were often provided with a raised kerb and sidewalks (crepidines) and good drainage. The key to a good road, however, lay beneath it, in the preparation of the bed on which the paving stones were laid. For centuries the durable Roman technique was forgotten and it was only in 1811 that John Loudon Macadam rediscovered it, noting that ‘a road made of small broken stone, without mixture of earth, of the depth of ten inches, will be smooth, hard and durable.’ He and his descendants went on to make a fortune out of designing Britain’s turnpikes, which came to be described as ‘Macadam’ or ‘Macadamised’ roads. 

In 2019 there were protests from some of Rome’s inhabitants, who complained that the streets were too uneven and were causing accidents. One can sympathise with these worries, but if ever the sanpietrini were to be replaced by the ubiquitous tarmac, as has happened in other historic towns where the ancient paving has been eliminated, the entire feel of Rome would be irrevocably changed. For now, at least, it seems the sanpietrini cobbles are here to stay, preserving the age-old appearance of the streets as a complement to the buildings at either side. 

Sanpietrini naturally have to be replaced from time to time, and the centuries’ old method of laying a sandy bed and hammering in each wedge-shaped piece of black basalt by hand is still the only way this can be done. The process includes the shovelling of fine sandy gravel onto the top of the stones at the end. The following series of pictures were taken in 2019, during work on the most recent edition of Blue Guide Rome. (All photos © Alta Macadam)

Pile of sanpietrini ready to be used to fill a hole. Note the specially tapered, nail-like shape of each cobble and the very simple handtools used by the workmen.
Pair of workmen painstakingly arranging the stone blocks.
Hammering down…
Aligning…
Tapping into position.
A barrowload of sandy gravel is poured onto the finished pavement.
A simple hand-held broom is used to brush the sandy gravel between the newly laid cobbles.
Job done.