This chapter focuses on Sappho’s engagement with epic, by focusing on the appeal and significance of her songs for audiences beyond Lesbos. The argument is in three parts. First, it demonstrates that Lesbos was famous for its women and its songs also independently of Sappho: her songs helped to increase the reputation of her native island by revealing exactly what went into the making of its glamorous women. In fragments 98, 44, and several others, we see lovely women and precious goods crossing the sea and causing great delight on arrival – or disappointment when they fail to materialise. Likewise, Sappho’s own songs must have travelled overseas causing pleasure and, simultaneously, increasing the value of Lesbian exports, including women (whether they travelled overseas as brides or upmarket courtesans). Second, this chapter observes that, in both Sappho and Alcaeus, heroic characters drawn from the Trojan saga are always involved in travelling and getting married. Finally it makes the point that, in Sappho’s extant fragments, intertextual engagements with epic work primarily by superimposing the itineraries of people dear to her onto the routes traced by heroes and heroines in their own journeys of homecoming and homemaking.

A positive shock to a society’s supply of human capital can come from exogenous and unanticipated immigration. One such case arose from Louis XIV’s precipitous revocation of the Edict of Nantes, which forced French Calvinists – Huguenots – to convert or to flee. Many fled to the Protestant regions of Germany, where – owing to the Huguenots’ renowned expertise and entrepreneurship – they contributed greatly to subsequent economic development. Only some of Germany’s many Protestant cities, however, welcomed the refugees. Analysis of sixty cities’ attitudes contradicts the idea that powerful guilds opposed, or that pre-existing human capital favored, the admission of the Huguenots. Rather, a city was likelier to welcome them the closer it lay to a major trade route, or the more of its population it had lost in the Thirty Years’ War. Territorial rulers almost unanimously welcomed the Huguenots and often compelled reluctant cities to admit them. Animated by the ideas of Seckendorff, rulers saw in the Huguenots both a welcome influx of human capital and a way to undermine the craft guilds, which Seckendorff regarded as a major impediment to economic growth.

A simple Cobb-Douglas production function illustrates how supply shocks affect relative returns and, thereby, a society’s degree of economic inequality, whether measured as the rental-wage ratio, the share of income going to the top few percentiles of the distribution, or the Gini coefficient. Illustrative examples of positive and negative shocks to the supply of labor, land, physical capital, and human capital are presented and their main causes adduced. Trade also matters. An unanticipated opening or closing of trade routes can effectively change a factor’s supply or the availability of external markets for products that use that factor intensively. Unforeseen innovations in transportation and communication, or the discovery of new trade routes, open new sources and markets; wartime blockades often close them. Both historically have given rise to extreme supply shocks.

If one picks up the travelogue of any nineteenth-century explorer, chances are it will discuss the payment of transit levies, or hongo as it was commonly called. Most European travellers dismissed hongo as mere blackmail. But to understand roadblock politics today, we need to acknowledge how significant such transit taxes were for the transformation of African politics. Chapter 2 zooms in on the heyday of these roadblock polities, roughly between 1820 and 1890, along two of the main long-distance trade routes into Central Africa: the Congo River and the trunk road from Zanzibar. Out of the narrow points of passage along them, the increasing circulation of goods valued in Europe and the USA allowed African communities to manufacture veritable roadblock polities. They forged power out of the capacity to withhold the minimal logistical requirements necessary for these pre-colonial supply chains to operate: the right of way, protection against robbery, and access to water and other basic supplies on which caravan travel relied. Control over such points soon became so important that it overtook other sources of power as the central driving force behind state formation in the region.