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✪ Four sisters in Ancient Rome - Ray Laurence
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Today we will look at Ancient Rome through the eyes of a little girl. Here she is, painting her self-portrait on one of the columns of the atrium, in her father’s huge house. Her name is Domitia and she is only 5 years old. She has an older brother who is 14 years old. He was named Lucius Domitius Ahenobarbus, after his father. Girls are not given such long names as boys. Worst of all, their father insisted that all his daughters be named Domitia. "Domitia!" He calls the one he paints on the column Domitius III. Her older sister, who is 7 years old, is named Domitia II. And the one who is 10 years old is Domitia I. There could also be Domitia IV, but their mother died during childbirth, 3 years ago. It's hard to figure it out, isn't it? It was difficult for the Romans too. They could easily calculate the pedigree in the male line, because men had triple names, like Lucius Domitius Ahenobarbus. But terrible confusion began when they tried to figure out which of the Domitias married whom, who was their aunt or stepmother, and to whom specifically. Domitia III not only paints the column, but also observes what is happening in the house. It's morning now. During these hours, her father receives friends and clients who came to pay their respects to him. Among them is Lucius Popidius Secundus. He is 17, and in 5-7 years he plans to marry Domitia II. However, he is seeking the favor not of the future bride, but of her father. Poor Lucius, he has no idea that even though his family is rich, Domitia’s father considers them scumbags from Subura. After all, this area of Rome is full of barbers and prostitutes. Suddenly, all the men, including her father, leave. The second hour of the day begins, and he must speak in court, in front of a large audience of clients who will applaud his speeches and boo his opponents. Now the house is quieter. The men will return only for dinner, that is, after 7 hours. But what happens in the house during these hours? What do Domitia, Domitia and Domitia do all day? Not an easy question! All Roman documents that have survived to this day were written by men. Therefore, we know little about the lives of Roman women. However, we can’t talk only about men, so let’s try to figure it out. Let's start, perhaps, with the atrium. There is a large loom here that their mother used to weave the material for the toga. Domitia, Domitia and Domitia, had to spin woolen threads, which would then go into a huge canvas, oval in shape, and more than 10 meters long. The Romans considered yarn and weaving, good job for their wives. We know this from many inscriptions on the tombstones of Roman women. Unlike Greek women, Roman women could leave the house and walk around the city. They visited public baths in the mornings when there were no men there, or they went to separate baths intended only for women. In the 70s AD. they could even, if they wished, bathe naked with men. But there were places intended only for men: the Forum, the Courtroom, or the Senate building. For women, public spaces were porticoes, with gardens, sculptures, and walking paths. When Domitia, Domitia and Domitia wanted to go out for a walk, such as the portico of Livia, they had to prepare. Domitia II and Domitia III are already ready, but Domitia I, who is engaged and will marry dear Filat in 2 years, is not ready yet. She's not busy, she just has more to do. Since she is engaged, she must wear the appropriate signs: an engagement ring and everything that Filat gave her: jewelry, earrings, necklaces and pendants. She may even adorn herself with a myrtle tiara. All this seems to say: “I’m soon going to marry the guy who gave me all this!” Meanwhile, Domitia II and Domitia III play with dolls, depicting their sister dressed in a wedding dress. The day will come when the girls will get married and the dolls will be offered as gifts to the household gods. So, everyone is ready. The girls sit in palanquins, which are carried by strong slaves. An escort is with them, and they move to the portico of Livia to meet their aunt there. Slaves carry palanquins on their shoulders. Girls peek out from behind the curtains to watch the crowd on the street. They will cross the city, pass the Colosseum, and then turn towards the hill on which the Portico of Libya is located. It was built by order of Livia, the wife of Emperor Augustus, next to the estate of Vedia Polion. It's not like he was an exceptionally good guy. He once tried to feed his slave to eels from his own fish pond, simply because he knocked over a dish. Fortunately, the emperor, who was present at the dinner, moderated his ardor. The palanquins stopped and the girls got out. Holding hands, in pairs they climb the steps leading to an enclosed garden surrounded by a colonnade. Domitia III separates and goes to paint on the column. Domitia II follows her, but her gaze is attracted by the graffiti that is painted on the column. She notices a drawing of gladiators and imagines them fighting. She cannot watch gladiator fights, except with one eye, from the extreme back rows of the Colosseum. From there she will have a good view of the 50,000 spectators, but is unlikely to see the bloody battle in the arena. If she wants to get a good place, she can become a priestess of Vesta, and then she will get the best place in the stalls. But the career of a Vestal Virgin is not to everyone's taste. Meanwhile, Domitia I met a future bride just like her, who is 10 years old. Time to go home. They return after an 8-hour walk, but something is happening in the house. There is a broken dish on the floor. All the slaves have gathered in the atrium and are waiting for the owner to arrive. He will be beside himself with rage. He does not lay a hand on children, but like most Romans, he believes that slaves should be punished. The whip is already prepared and waiting for him. No one knows who broke the dish, but if necessary, the owner will order to torture them all. The butler opens the front door. Worried whispers are heard among the slaves. But it is not the owner who enters the house, but a pregnant teenage girl. This is the eldest daughter of the family - she is 15 years old, and she is already a veteran of marriage and childbearing. Guess what her name is. She has a 5-10% chance of not surviving the upcoming birth, but now she is here to have dinner with her family. Although she is still a teenager, she has already shown herself to be a good wife, having given birth to her husband’s children who will bear his name and in the future will become his heirs. The family moves into the dining room, where dinner is already served. It seems that the father of the family was invited to dinner at someone's house. After dinner, the girls return to the atrium, where they see off their older sister. She will go home in a palanquin, accompanied by her father's bodyguards. After seeing off, the sisters return to the atrium. All slaves, young and old, men and women, anxiously await the arrival of their master. When he returns, each of these slaves may fall victim to his anger and desire to restore order and submission through intimidation and beatings. And the girls go upstairs to their bedrooms and get ready for bed.
Description, history
Medium linear pusher tugs of the BTO type (lake pusher tug) are a continuation of the series of vessels of the Volgar type (project R-45), and due to the original name of the lead vessel of the series - Volgar-40 - they are sometimes mistakenly classified as this type .The author of the project is TsTKB MRF RSFSR, Leningrad (now JSC "ITsS"), chief designer project - S. B. Shur (1984), construction plant - SSRZ named after. Butyakova, Zvenigovo, Mari Autonomous Soviet Socialist Republic.
BTO tugs were released in a series of 9 vessels. Construction of the series lasted from 1985 to 1991. The first vessel of the series was named “Volgar” with the next number - 40 (later this name was replaced by the proper name “Nikolai Ilyin”), the remaining vessels received serial numbers from 601 and their own names. The numbers “600” in the numbers indicated the engine power - 600 hp. With.
The purpose of the vessel is to push dry cargo and oil tankers and barges with a total carrying capacity of up to 8000 tons along inland waterways on local and transit lines, as well as in roadsteads and locks; navigation area - rivers and reservoirs of the "O" category, ensuring operation in broken ice with a compactness of 8 points, up to 30 cm thick (class * "O" (ice) according to the classification of the River Register of the RSFSR (now the Russian River Register)).
Structurally, the vessel is an all-metal twin-screw motor ship with a developed tank and a four-tier superstructure. A feature of the vessels of this project is the presence of a rotary thrust device (PUD), that is, the bow stops for pushing and the O-150T-8 automatic coupler are located on a special spatial structure connected to the bow end of the hull by a vertical hinge and having the ability to rotate relative to the longitudinal axis of the hull by 20 degrees in each direction with hydraulic cylinders with an internal diameter of 320 mm and a rod stroke of 2240 mm. (2 per side, one above the other) with control from the wheelhouse.
The vessel has the following characteristics: - overall length - 31.4 m; - overall width - 10.2 m; -side height at midship - 3.7 m; -draft: with reserves for 12 days (with a displacement of 410.2 tons) - 2.37 m; with full stores and ballast 37t. (with a displacement of 453.4 tons) - 2.53 m; - overall height from the waterline with the mast collapsed - 13.2 m; - traction force in quiet deep water: 62 kN (6.32 tf) at a speed of 10 km/h; 31 kN (3.16 tf) at a speed of 13 km/h; - speed without train - 18.2 km/h; -crew - 10 people (including 4 command personnel); -living cabins in the superstructure: single blocks with individual bathrooms - 2; single cabins - 4; double cabins - 3; - main engines (2 pcs) - 6NVD26A3, 272 kW (370 hp) at 950 rpm; -reverse gearboxes (2 pcs.) - MS-400, gear ratio - 3.42 (forward) / 2.75 (backward); power at the output flange - 224.3 kW (305 hp) at 208 rpm; - propellers - 2 pcs., in rotating (35 degrees in each direction, both synchronously and independently of each other) guide nozzles; diameter - 1.8 m; step - 1.05; 1.10; 1.15; 1.9 m (versions); number of blades - 5; - steering machine (for turning the guide nozzles) - 2РГ4.0, hydraulic, torque on each stock 40 kN*m (4 tf*m); -diesel generators - DGA 50M1-9, 50 kW (2 pcs.); -diesel hydraulic pump (for operation of the control unit and towing winch) - 2G13-36A, 50 kW; - towing winch - 1GLB6/12, hydraulic, traction force 60 kN (6.12 tf.); - towing hook - 3TA for 100 kN (10.2 tf.) with the possibility of recoil from the wheelhouse; - anchors: Hall, bow - K300 (2 pcs.), stern - K1000; -bow spiers: left - YASH2R, right - YASH2RD with the possibility of remote release of the right anchor from the wheelhouse; (the stern anchor is lowered and raised by a towing winch); -life-saving equipment - lifeboat SShPV-7, life rafts PSP-10 (2 pcs.), life buoys (2 pcs.);
The vessel has fuel, oil and cooling systems for main and auxiliary diesel engines, power supply with alternating current 220 V and direct current 24 V, hot and cold water supply, wastewater with collection in a fecal tank, water heating, general ship and engine room ventilation, fire extinguishing , ballast-drainage, hydraulics.
The vessel is equipped with a short-wave radio station "Angara-RB", an ultra-short wave "Kama-R", a radar station "Pechora-1R", a recording echo sounder "NEL-M4", magnetic compass KM 100-1, radio broadcast communication system "Ryabina", emergency, fire alarms and internal telephone communication with switch KATS-20.
BTO tugs were supplied to the Volga and Moscow Shipping Companies. They worked on the Upper Volga and on the Moscow-Volga canal. It is possible that in the 1990s, due to lack of work, some ships were mothballed.
The PPU on the ships of this project was practically not used in operation, and on the motor ship No. 9 ("Pavel Pyankin"), rigid box-section beams were installed instead of hydraulic cylinders from construction.
During operation, a significant drawback of the project was revealed - low specific power for a vessel of such dimensions and weight with a relatively large sail area. To improve the operational parameters of some of the ships (in particular, line No. 2 “Igor Aseev”, 5 “Boris Safonov”, 7 “Engineer Smirnov”), comprehensive modernization work was carried out, which consisted of replacing the main diesel engines built in the GDR with domestic, more powerful 211D (6ChN21/21) of the Balakovo plant with a power of 585 hp each with a corresponding replacement of reverse gearboxes and propellers. Thanks to this, as well as a number of other measures, the class of ships was increased from * "O" (ice) to M-PR (for BTO "Igor Aseev", in addition, the nasal tip was changed to a conventional design instead of the PUU).
Material from Wikipedia - the free encyclopedia
The term is also used by R. McCulloch; it was not distinguished by other anthropologists. The famous Polish anthropologist Czekanovsky called this type pre-Slavic, and in Soviet anthropology its closest analogue is the Central-Eastern European race.
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Literature
- Kuhn K.S. Races of Europe. Per. from English - M.: AST: Astrel. - 720 s.
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An excerpt characterizing the Neodanubian type
Alpatych looked carefully at Dron and frowned. Just as Dron was an exemplary peasant headman, it was not for nothing that Alpatych managed the prince’s estates for twenty years and was an exemplary manager. He was eminently able to understand instinctively the needs and instincts of the people with whom he dealt, and therefore he was an excellent manager. Looking at Dron, he immediately realized that Dron’s answers were not an expression of Dron’s thoughts, but an expression of the general mood of the Bogucharov world, which the headman was already captured by. But at the same time, he knew that Dron, who had profited and was hated by the world, had to oscillate between two camps - the master's and the peasant's. He noticed this hesitation in his gaze, and therefore Alpatych, frowning, moved closer to Dron.- You, Dronushka, listen! - he said. - Don't tell me nothing. His Excellency Prince Andrei Nikolaich themselves ordered me to send all the people and not stay with the enemy, and there is a royal order for this. And whoever remains is a traitor to the king. Do you hear? Downstream of the Volga, 50 kilometers from Nizhny Novgorod, there is a village with the intricate name “In Memory of the Paris Commune” or simply PPK. It’s worth a visit just for the name, but by chance it houses the OJSC “Ship Repair Plant in Memory of the Paris Commune.” The plant has a backwater where it spends the winter river fleet, and in the summer only decommissioned ships remain there, which are about to go for scrap. I couldn't help but visit such a place. I’ve long dreamed of visiting a ship graveyard... Well, that’s one less idiot’s dream. :)
The backwater from the river is fenced off by a dam, where you can drive up by car and almost drive into the hold of a ship. After exploring the ships, you can go to the other side of the dam and swim in the river, having all the fun you can. Let's take a walk through this rusty beauty.
42 photos, total weight 9.4 megabytes
PPK!
Borsky Bridge. The two-lane road portion of the combined bridge was built in 1965 over the railway track.
These vessels are repaired at the factory.
Motor ship of the "Sixth Pyatiletka" type of project 576 - "Vandovka".
The motor ship was launched on July 1, 1959 at the Krasnoye Sormovo shipyard ( Nizhny Novgorod), was assigned to the Volga Shipping Company. Equipped with a coupling device for pushing barges. On May 25, 1971, it collided with the sea tanker Stepanakert on the Volga-Don Canal and was written off. I wonder if he has been rotting in the PPK for more than 30 years, or what?
To get on board the ship, someone attached a ladder to the hull. The stairs are very flimsy and short. When I got to the top, I realized that I could pull myself up and climb higher, but there was no way back. I returned to the car, took the rope and climbed back.
Engine room. Once upon a time there was one of the diesel engines.
As soon as I climbed up, I immediately took out the camera and began to put on the lens hood for 24-70. Blenda didn’t want to get dressed and flew into what was, at least in appearance, a deep and stinking puddle at the bottom of the hold, with some kind of rusty shit. What a surprise, I thought. I noticed the cell where it fell, and it couldn’t completely bury itself in the rust at the bottom - the edge stuck out like a beacon. In general, you have to climb, since the stairs to the machine room are nearby. Then I decided to hand over the car keys to some devil. When I was climbing for ropes, I simply put them in my trouser pocket, and not in a special pocket with a zipper. I pull the keychain, take out the key... then the decorative chain opens, and the car key flies into the next, also apparently the deepest and stinking puddle. It sinks to the bottom with a gurgle and buries itself in shit. And I’m standing at the top, holding only a keychain in my hands. Oh... I swore a lot then, of course.
Thus, I was faced with the prospect of being left near a locked car 550 kilometers away from the spare keys. Suppose I open the car, in extreme cases the glass can be broken, but start it if the electronics in the key close? I immediately put the camera in my backpack, fastening it to some pipe so that it too does not fly into the hold, and rush into the turbine room to look for the key. I must say that I was lucky - I remembered the cell where it fell, and after rummaging with my hand in the rusty shit, I found it. He took it out, opened it, took out the battery, blew it out and put it in different pockets - let it dry. After that, he took out the lens hood and returned to the deck.
Captain's bridge of the Vandowka.
Now I had to decide the following problem: whether or not to go to the car and check the key. I decided that I wouldn’t go, because if it doesn’t work, then it doesn’t work anyway, and I’ll ruin my mood and won’t take pictures anymore. Therefore, I decided to shoot “Vandovka” to the end, and then, when I got down, check the key.
Vandovka cabin.
Add-on.
Some kind of device.
Skylights into the machine room.
On top of the superstructure.
The coupling device is on the bow of the barge.
It was mated to something like this on another barge. As you can see, the hitch allowed the barge and the other vessel to move up and down relative to each other. In general, this view of the barge reminded me of an imperial cruiser from Star Wars.
On the left is barge No. 194, on the right is “Vandovka”. Have you ever seen a mega bath?
Have you been to its bottom?
Draft marks on the barge.
"Vandovka".
This is what “Vandovka” looked like during life. Photo by Alexey Kirillov from the site http://www.riverfleet.ru
.::clickable::.
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In the foreground is some kind of barge that is being cut down. Behind her is the tug "Ozerny 88", on the right is the pusher tug "Marshal Blucher".
River tug "Ozerny 88". Project Ch-800.
OZERNY - the general serial name for motor ships of two different types (Project 501 or Ch-800, Slovak designation RR800, “river tug with 800 hp”, H-3180 and H-3181), large raft tugs with ice reinforcement.
Project Ch-800. Various modifications (the so-called series I, II, III and IV) of the Soviet Project 501, differing in machine power and some design details. Vessels with a power of 1050 hp. in some sources they are designated as Project 3801-S, vessels with a power of 1100 hp. (series IV) - like pr. Ch-1100. During operation, some vessels were converted to work as pushers.
Projects H-3180, H-3181. More modern type tugs with similar characteristics and increased machine power. Etc. H-3181 is a modification that differs slightly in hull size, draft, and deckhouse design.
Serial construction. The construction of motor ships pr. Ch-800 and its modifications was carried out in 1952 - 1961. in Czechoslovakia. The ships were named in honor of outstanding Russian scientists, explorers and travelers, as well as the serial name “Ozerny”. A total of 104 units were built. The construction of motor ships pr. H-3180 and H-3181 has been carried out since 1977 in Hungary. At least 16 units were built, of which 7 were built according to the original H-3180 design. The ships were assigned serial numbers starting from 201.
Spreading. Tugs of the Ch-800 project and its modifications were supplied to most European and eastern basins: Volga, Kama, Moscow, Ob-Irtysh, Yenisei, Lena shipping companies. To date, most of the ships have been decommissioned or mothballed due to the ceased mass rafting of timber. Tugs pr. H-3180 and H-3181 were supplied to Volzhsky, Kama, Belomorsko-Onezhsky, Yenisei Shipping Company. For similar reasons, they are used as auxiliary duty tugs in backwaters, for occasional piloting of non-self-propelled vessels, and also as pushers. One vessel is mothballed after a serious accident.
View of the Ozerny type tugs from the stern. The number on the right is 88, but the number on the left is questionable. On the deckhouse it says 72, but on the sides, over the inscription “Ozerny 72”, “Ozerny 90” is written in more recent paint. If you believe, then both have been decommissioned and are located in Nizhny Novgorod.
And here is another view of Ozernye from the Marshal Blucher. On the wheelhouse of the starboard tug, 72 is clearly visible, while on the left side, 90 is read in black paint. What kind of fraud?
It's time to finally climb onto this mega-tug - "Marshal Blucher".
Marshal Blucher, OT 4000 - a series of three linear large river pusher tugs of Project 947, which included the vessels “Marshal Blucher” (lead vessel), “Marshal Tukhachevsky”, “Yubileiny”. The largest pusher tugs in the USSR. The power of the main engines is 4,000 hp. s.. Built at the Rybinsk Shipyard in 1970 and 1971. In the late 90s and early 2000s, all ships in the series were decommissioned. The lead ship of the series was the last to be decommissioned in 2002.
Then the problem arose - how to climb on it? Several metal cables hung along the sides. They were dry, and theoretically it was possible to climb on them, but I couldn’t. Yes, and in the beginning there uncomfortable place, there is nowhere to put your feet, since the bottom is very sloping. After thinking a little, I remembered about the grasping knots. Of course, they are designed for a rope-rope system, but why not try tying on a cable?
Having tied a 10 mm static grasping knot around the cable, I made a loop where I stood with my foot. The knot slipped slightly, tightened and locked. Above I knit the second knot - the second step. In this way, having tied 4-5 knots, I climbed aboard the tug.
Marshal's engine room. The remains of one of the diesel engines are visible.
Exhaust pipes from them.
Captain's bridge.
IMHO, in the backwater is the highest point.
A couple of pusher tugs of the Danube type: 26 and, apparently, 24. To the left of them is the icebreaker tug DON.
Motor ships of the types DUNAISKY (projects 112, 112A and 112B) and ZELENODOLSK (projects 749, 749A and 749B) are large linear pusher tugs equipped with an O-200 type automatic coupler. During the operation of the vessels, on some of them the deckhouse was raised higher to improve visibility when working with barge trains. This was achieved by constructing a new room on the roof of the standard cabin or by raising the standard cabin on racks.
Vessels of projects 112 and 749 have a similar design. The construction of motor ships pr. 749 has been carried out in the USSR since 1957, motor ships pr. 112 - in Hungary since 1961. Vessels of increased power have been built since 1958. In total, over 100 units of both projects were built, of which pr. 112 - at least 67 The ships of Project 112 received the serial name “Danube”. The ships of Project 749 were given names in honor of cities in socialist countries and the USSR.
Pushers of this type were supplied to shipping companies of the Volga basin: Volzhsky, Kama, Volgotanker. Later, some ships were transferred to the Moscow and North-Western Shipping Companies. The vessels are operated: on the Volga, Kama, and the Moscow-Volga canal. They are used with barge trains of two to four sections, as well as for guiding dry-cargo motor ships of the Volzhsky type through the lock sections of barge attachments. Currently, some ships of early construction have been decommissioned.
Diesel-electric ships of the DON type (Project 16) are medium-sized linear icebreakers equipped with a towing hook. The vessels are equipped with a trim system.
Production vessels differ slightly from the pre-production sample in hull dimensions. Just in the 50s. At least 13 icebreakers of Project 16 were built, of which 10 were serial ships. The ships were named after the rivers of the USSR. Icebreakers of this type were supplied to the main European and eastern shipping companies: Volzhsky, Kama, Volgotanker, Belomorsko-Onega, Moscow, Ob-Irtysh, Yenisei, Lensky. The ships were used mainly to extend navigation along rivers in the fall and spring. During the summer, some icebreakers were operated as tugs. Currently most of vessels are taken out of service or decommissioned.
"Dunayskiy 26".
"Marshal Blucher".
Shipyard.
Now let's see big ships. This is the Project 305 ship “Yuri Zavadsky”
Motor ships of project 305 (DUNAY type) - medium passenger ships, designed for operation on passenger and tourist lines. One of the most successful and massive series of ships of this class in the USSR. The ships have one-, two-, four-, and six- and eight-berth cabins, including those equipped with washbasins, two restaurants, two salons and a room with seating for passengers. During the operation of the ships, large-capacity cabins were refurbished, and some ships were modernized to increase their comfort. The construction of Project 305 motor ships was carried out in Hungary in 1959 - 1967. A total of 49 ships were built. Project 305 vessels were named after the rivers of the USSR.
A dire warning. But I was already tired after the tugs and swimming in the Volga, so I decided not to climb.
This ship was built in 1963, its first navigation was in 1980 (I wonder what it did for 17 years?). It was decommissioned on May 15, 1998.
On the left is the catamaran type vessel R-19 “Ivan Belyaev”. (Built in 1978, in 1989 converted to transport cars (cars 185 pcs, DVT - 1103 tons). Since 2007 it has been on sale.
And this is the second ship in the backwater of Project 305. Presumably “Viktor Kholzunov”.
Beauty and all that...
A farewell look at Zavadsky.
Yu. Zavadsky is no longer going anywhere. And it’s time for me to return to Nizhny.
(c) Russos, 2009Nordic race: an example of the predominance of the Danube type
In contrast to the previous insert, this one represents a series of Nordics in which the Corded Ware type element is weak or absent, and thus remains close to the older, small-headed, mesocephalic Danubian type. The reason for the relativity of this definition is that not enough Danube-type skulls have been found, and this does not allow us to draw more precise conclusions.
Rice. 1. Norwegian from Drommen, near Oslo. The absolute size of the head is medium, comparable to the small dark Mediterranean varieties; height and body weight are small.
Rice. 2. Mesocephalic Englishman from Southampton; his small face, concave profile, rounded nose, lack of angularity in facial features and skull, combined with a high cranial vault, suggest his closeness to the known skeletal remains of the Danube type.
Rice. 3. Galician of mixed Ukrainian-Polish origin: a fine example of the Danube type, common here since the Neolithic and spread throughout the rich agricultural plain from southern Poland to Russia, while the Nordics proper settled in other regions.
Rice. 4. Lithuanian, although brachycephalic, but basically belonging to the same Danube type.
Nordic race: Galyptat and Celtic types 
Rice. 1 (Brup and Schreiner, Die Somatologie der Norweger, table 27, fig. 81). Norwegian from Drangedal, the standard type of the eastern valleys described in chapter 9, section 4. This type is associated with Iron Age Hallstatt remains found in central Europe - and this type spread throughout Scandinavia perhaps only after the middle of the 1st millennium BC. e. Since that time, the Galyptat type has been replaced by other types in Europe, but is preserved in Sweden and the eastern valleys of southern Norway.
Rice. 2. An Englishman from the environs of London, belonging to the same racial type. In England this type is mostly of Anglo-Saxon and Danish origin.
Rice. 3. East Englishman from Ipswich, Suffolk. Most English people belong to this ancient local Celtic Iron Age type (Nordic Iron Age type), which was brought from south-west Germany by the Celts and is characterized by a lower cranial vault, a more sloping forehead and a more prominent nose. Hair color is more often brown than blond.
Rice. 4 (photo by K.W. Dupertue). The Nordic type of the Iron Age is especially common in Ireland, which never experienced major invasions of the Germanic-speaking Galyptat Nordics. This individual from County Clare, with his sloping forehead, aquiline nose and brown hair, is a fine example of this type.
Rice. 5 (photo by K.W. Dupertue). A specific population, a product of isolation, that developed in the Aran Islands. Here a local Nordic type arose with a huge head length, an extremely low cranial vault, a long nose and face, a predominance of blue eyes and golden and red hair. The young man in this photograph is a perfect example of this type.
Rice. 6 (photo by K.W. Dupertue). The Aran Islander in this photo is quite dark for its group and has an extremely low head height of 10 mm. It illustrates the fact that the shortest-headed individuals in the Aranian population are not blond. Note the converging temporal edges and cylindrical profile of the cranial vault in anterior view. This feature, in a less pronounced form, is inherent in the entire Celtic Nordic type of the Iron Age as a whole.
Exotic Nordics
Here we will show Nordics living in places very remote from the modern center of concentration of Nordics in North-Western Europe.
Rice. 1. Russian from the upper class, Kharkov province, southern Russia. His homeland is a secondary center of concentration for the Nordics, and apparently has been one since the time of the Scythians. Nordics are quite common among representatives of the upper class of Russia; this can be explained by their preservation of an unchanged Slavic racial type, and partly by the infusion of Scandinavian blood during the formation of the Russian state. Other Nordic influences may also have come from the Iranians and Finns.
Rice. 2 (photo by B.N. Vishnevsky). Chuvash from the Chuvash Republic, eastern Russia. The Chuvash - Tatarized Finns - include both partially Mongoloid forms (see Plate 3) and Nordic and Nordic-Ladoga types. The Chuvash in this photo is a Nordic, long-faced, narrow-nosed type; these Nordic features could have been introduced by the ancient Finns or they originate from the Iranian- and Turkic-speaking Nordics from Central Asia who came here as part of the Scythian-Sarmatian and even Turkic conquerors.
Rice. 4. A Portuguese from Traz-os-Montiges, in whom a strong Nordic tendency is visible. Nordics are occasionally found in northern Portugal and Spain; Since the time of the Celtic migrations, there have been Nordic settlements in these areas of the Iberian Peninsula.
Rice. 5. Rifian from the coastal village of Aydir, Beni Urriagel tribe. In terms of pigmentation, size and morphology, this individual is an excellent example of a Nordic, and a Northern European one at that. Nordics appeared in North Africa as early as the Middle Kingdom in Egypt, and possibly earlier. Today they survive mostly in the Rif Mountains, but they are sometimes found in Canary Islands, as well as in the Djurdjura and Aures mountains in Algeria.
Neodunians
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The term "neo-Danubian" is used in this work to describe general class Central and Eastern European light or partially light brachycephals, which apparently originate from a non-corded Nordic (i.e. Danube) prototype, brachycephalized by the Ladoga substrate. This type is predominant among the modern Slavs of Poland and Russia, and is also often found in East Germany and among the Austrians.
Rice. 1. Belarusian from Minsk province.
Rice. 2. Ukrainian from Volyn, where this type is especially common. The shape of the tip of the nose and upper lip is inherited from the Ladoga type. As a rule, these traits are more pronounced in women than in men.
Rice. 3. A German from Saxony, where there is the largest number of neo-Danubians of all German states. Note the extremely short interorbital distance combined with a low nasal root and bridge and extreme brachycephaly. The type represented by this individual is not a transitional Danube-Ladoga type, but represents a recombination.
Rice. 4. Brachycephalic Austrian from the vicinity of Linz, Upper Austria. Although he has a significantly less Ladoga appearance than previous examples, this Austrian, after careful examination, exhibits the same general Neo-Danubian features: round head, low nasal skeleton, wide, upturned tip of the nose, long, everted upper lip, strongly developed cheekbones, light pigmentation. As this individual and others in this insert show, the Neo-Danubian type is a very diverse mixture of the Danube element in Nordic combination with the Upper Paleolithic types of Eastern Europe
April 14th, 2013 , 07:53 pm
We continue our selection of old photographs of the fleet.
Motor ship "Dunaysky-31" (project 112).
Built in 1963 in Hungary. In November 1994, Danube-31 was loading a train of barges into the upper chamber of a six-chamber lock in Perm when one of the gates spontaneously opened. As a result, barges rammed all the gates of the lock, putting one of the lines out of service. Until now, only one line of the Perm Lock is in use. In 2008, when leaving the pier in Novocheboksarsk, the ship damaged its hull. Since then it has not been used.
#1. "Danube-31" on the Kuibyshev reservoir (2006).
Motor ship "Danube" (project 305).
Built in 1959. "Danube" is the lead ship of the entire numerous project built in Budapest. In 1974, the film crew of the film “They Fought for the Motherland” lived on the ship. At the same time, Vasily Shukshin died on board the ship. From 1996 to 1999, the ship was located on the Voronezh Reservoir, where it was used as a floating hotel. Then he was bought out and transferred to the Volga to Kimry. A variety of ideas for his future fate were discussed, including the creation of the Shukshin Museum. Ideas remained ideas. In 2006-2007, the ship was converted into a banquet ship, first in Tverskaya, and then in Rostov regions. In 2011, it was moved to the Chkalov shipyard, and finally, in 2012, a new floating restaurant appeared in Moscow on Krasnopresnenskaya embankment near the Expocenter, where it used to stand - this is the “Danube”.
#2. "Danube" in Kimry (2005).
Motor ship "Yesk" (project 21-88).
Built in 1968. The vessel is in operation.
#3. "Yesk" on the Volga near Saratov (2006).
Motor ship "Ekaterina the Great" (project 26-37).
Built in 1961. Repeatedly changed home ports - until 1997, Astrakhan, then Nizhny Novgorod, then Perm. The names changed no less often: at first the ship was called “Klement Gottwald”, then “Professor Lukachev”, then “Catherine the Great”, now “Native Rus'”. I found both “Ekaterina” and “Professor”.
#4. “Catherine the Great” on the Volga near Saratov (2006).
#5. “Catherine the Great” on the Kuibyshev Reservoir (2006).
#6. “Professor Lukachev” on the Volga in the Samara region (2005).
Motor ship "Zagorsk" (project 576).
Built in 1967 in Romania. He managed to work at the Ob-Irtysh Shipping Company, after which he was transferred to the Volga. The vessel is in operation.
#7. "Zagorsk" on the Kuibyshev reservoir (2006).
#8. "Zagorsk" on Svir (2008).
Motor ship "I.S. Turgenev" (project 588).
Built in 1959. He worked as part of the Volga River Shipping Company. The motor ship was re-equipped (the overall width was reduced) to pass through the locks of the White Sea-Baltic Canal. It has not been in operation since 2006, it is undergoing a very protracted re-equipment at the Zhukovsk fleet base in Nizhny Novgorod region.
#9. Motor ship "I.S. Turgenev" in the village of Memory of the Paris Commune (2006).
Motor ship "Ivan Kulibin" (project 26-37).
Built in 1960. The original name was “Andrey Zhdanov”, and was renamed “Kulibina” in 1989. He worked as part of the Volga River Shipping Company on the Moscow – Astrakhan – Moscow transport line. Since 2006, the operator of the ship is “Gama”. Repainted white and green.
#10. “Ivan Kulibin” on the Volga near Balakhna (2006).
#eleven. “Ivan Kulibin” on the Moscow Channel (2008).
#12. “Ivan Kulibin” on the Moscow Channel (2008).
Motor ship "Izhevsk" (project 576).
Motor ship "Nizhny Novgorod" (project 21-88).
Built in 1968. The vessel is in operation. Now called "Pavel Lebedev". Before Nizhny Novgorod it was called Gorky.
Motor ship "Belgorod" (project 576).
Built in 1957. The vessel is in operation.
#13. “Izhevsk”, “Nizhny Novgorod” and “Belgorod” on the roadstead near Balakhna (2006).
Motor ship "Ilyich" (project 588).
Built in 1956 (first series of the project). He worked as part of the Volga Shipping Company. The last years of work in the Vodokhod rental company. Decommissioned after navigation in 2005. In 2006, he was in Kineshma as a floating hotel. Since the fall of 2006, it has been undergoing a protracted reconstruction in the backwater of the Zhukovskaya BTOF together with the motor ship I.S. Turgenev.
#14. "Ilyich" on the roads between the Gorodetsky locks (2005).
Motor ship "Ilya Muromets" (project 588).
Built in 1958. He worked as part of the Volga Shipping Company until 2005. In 2005, it was purchased by the Caesar Travel company along with the motor ship Ernst Thälmann and was refurbished with a reduction in passenger capacity. I never changed my name in my biography.
#15. "Ilya Muromets" on the roadstead of the Pestovsky reservoir (2008).
Motor ship "Ilya Repin" (project Q-040).
Built in 1975 in Austria. He worked his entire career in Moscow river shipping company. I wrote about Volga Dream in the first part.
#16. “Ilya Repin” and “Volga Dream” in the Khlebnikovsky Zaton (2008).
Motor ship "Engineer Ptashnikov" (project 588).
Built in 1958. He worked as part of the Volga River Shipping Company, his home port was first Astrakhan, then Nizhny Novgorod. Until 1961 it was called “Ural”. In 2002, the shipping company sold the ship to the Astrakhan company Strelets. In 2007, he began working for the Perm company “Ural” with a new name “Taras Bulba”. They are trying to implement an all-inclusive program on the ship, but things did not go very well. After navigation in 2010, the ship has not been in operation.
#17. "Engineer Ptashnikov" in the port of Kazan (2006).
#18. "Engineer Ptashnikov" in Nizhny Novgorod (2006).
Motor ship "Captain Petrov" (project 911B).
Built in 1982. Currently in use. Home port Uglich. Previously called "RT-343".
#19. “Captain Petrov” on the Volga near Myshkin (2008).
Diesel-electric ship "Karelia" (project 785).
Built in 1954. It was operated as part of the Volga River Shipping Company. In 1986-1989 he participated in the liquidation of the consequences of the accident at the Chernobyl nuclear power plant. Subsequently returned to service. After navigation in 2006 it does not work. A ship of the same type as the lost "Bulgaria" is unlikely to ever be used.
#20. "Karelia" and "Aldan" at the pier of Samara (2006).
Motor ship "Kerch" (project 576).
Built in 1957. Until 1997 it was called “Maikop” and worked as part of the Volga River Shipping Company. In August 2010, on the Kama River, the ship collided with a cargo attachment and sank. Decommissioned in 2010.
#21. "Kerch" at the berth of the cargo port of Nizhny Novgorod (2006).
Motor ship "Kizhi" (project 1665A).
Built in 1986. Until 1993 it was called "Volgo-Don 5093". He worked as part of the White Sea-Onega Shipping Company. The vessel is in operation.
#22. "Kizhi" on the Volga near Balakhna (2006).
Motor ship "Kozma Minin" (project 588).
Built in 1960. Another one of the 588 who never changed his name. Until 2001 he worked at the Volga Shipping Company. Since 2002 he has been registered in Perm.
#23. "Kozma Minin" on the Volga near Ulyanovsk (2006).
Motor ship "Kologriv" (project 576).
Built in 1960 in Romania. Home port Perm. Currently in use.
#24. "Kologriv" in the port of Togliatti (2006).
Motor ship "Kometa-6" (project 342MT).
Built in 1974 in Feodosia. At first he worked at the North-Western Shipping Company of St. Petersburg. In 1993 it was transferred to the White Sea-Onega Shipping Company. He worked on high-speed routes from Petrozavodsk. In 2010, the ship was sold to Bangladesh, where it now operates under the name "Delphinius".
#25. "Comet-6" on the island of Kizhi (2007).
Motor ship "Kometa-5" (project 342MT).
Built in 1973 in Feodosia. At first he worked at the North-Western Shipping Company of St. Petersburg. In 1993 it was transferred to the White Sea-Onega Shipping Company. Operates on high-speed routes from Petrozavodsk. The vessel is in operation.
#26. "Comet-5" on the island of Kizhi (2007).
Motor ship "Komi" (project 868).
Built in 1961. The vessel is in operation.
#27. "Komi" in the upper approach channel of the Uglich lock (2008).
Motor ship "Constructor Alekseev" (project 342E).
Built in 1980. Previous name - "Meteor-161". He worked as part of the Volga River Shipping Company. In 2011, sold to St. Petersburg. The vessel is in operation.
#28. "Constructor Alekseev" on the Volga near Gorodets (2006).
Motor ship "Krasnovishersk" (project 576).
Built in 1957. The vessel is in operation.
#29. "Krasnovishersk" on the roads near Yaroslavl (2008).
Motor ship "Kriushi" (project 576).
Built in 1960. The vessel is in operation.
#thirty. "Kriushi" on the Volga near Kozlovka (2006).
Motor ship "Kronstadt" (project 301).
Built in 1979. The ship's first name was "Alexander Ulyanov" and was renamed "Kronstadt" in 1992. Initially he worked at the North-Western Shipping Company. Since 2012, in the signature white and red colors of Vodokhod.
#31. "Kronstadt" on the island of Kizhi (2007).
Motor ship "Lenin" (project 302).
Built in 1987. Operates as part of the Volga River Shipping Company, home port - Nizhny Novgorod. In 1991-1992, it was located in the Spanish port of Seville, as a floating hotel at the world exhibition "Expo-92". The operator of the ship is Vodohod.
#32. "Lenin" on Lake Onega (2007).
Motor ship "Lesya Ukrainka" (project 301).
Built in 1977. Until 2005, it belonged to the Kyiv port and worked on the Dnieper and the Black Sea. In 2001, the ship was transported to Russia, where it operated under lease until 2004. Since 2005, the ship changed its registration to Moscow. He changed several names: until 1992 it was called “XXV Congress of the CPSU”, then until 2005 “Lesya Ukrainka”, until 2007 in a more convenient version for the Russian eye “Lesya Ukrainka”. In 2007, it was purchased by the Orthodox company. Since 2007, the ship has been called Pyotr Tchaikovsky.
#33. "Lesya Ukrainka" on the Moscow Channel (2006).
Motor ship "M-250" (project 544).
Built in 1957. Belongs to the Tver port. Works in Kalyazin, delivers excursion groups to the Kalyazin bell tower.
#34. "M-250" at the Kalyazin pier (2008).
Motor ship "Maxim Litvinov" (project 302M).
Built in 1991. Built by order of the Soviet Sudoimport, the ship initially turned out to be unclaimed. Until 1994, the ship managed to be a hotel in Scotland, and then in Germany. In 1994, the ship finally arrived in Russia. He worked as part of the Volga-Don Shipping Company. Now owned by the Orthodox company.
Motor ship "N.A. Nekrasov" (project 26-37).
Built in 1961. Originally called "Sergo Ordzhonikidze" (until 1963). Work as part of the Volga River Shipping Company on the transport line Moscow - Astrakhan - Moscow. In 2004-2005, it was completely re-equipped at the Zhukovskaya BTOF in the Nizhny Novgorod region with a complete refurbishment of cabins and passenger premises. Today the operator of the motor ship "Infoflot" has a branded livery.
#35. "Maxim Litvinov" and "N.A. Nekrasov" at the berths of the Northern river station(2008).
Motor ship "Maxim Rylsky" (project 301).
Built in 1979. He went to work at the Dnieper Shipping Company. The first name is “V.I. Lenin”. Renamed "Maxim Rilsky" in 1998. By 2002, the ship was transported to Russia, the ship was once again renamed into a more convenient version for Russian reading, “Maxim Rylsky”. It was leased from the Russian Shipping Company on shares. Since 2010, owner of Mosturflot. Renamed to "Mikhail Bulgakov".
#36. "Maxim Rylsky" at the Goritsa pier (2006).
#37. "Maxim Rylsky" at the Myshkin pier (2006).
#38. "Maxim Rylsky" on the island of Kizhi (2007).
#39. "Maxim Rylsky" on the Neva (2007).
Motor ship "Mars" (project 354K).
Built in 1981 at the shipyard in Gorodets. Until 1998 he worked at the Northern River Shipping Company (Kotlas). Now in the Northern Port of Moscow. The vessel is in operation.
#40. "Mars" on the Moscow Channel (2006).
Motor ship "Makhachkala-3" (project 10802E).
The sea railway ferry "Makhachkala-3" was built in Croatia in 2006. Home port - Baku.
#41. "Makhachkala-3" on the Volga near Volgograd, transfer to the Caspian Sea (2006).
Motor ship "Meteor-176" (project 342E).
Built in 1982. The vessel is in operation.
#42. "Meteor-176" on the Neva (2007).
Motor ship "Mechanic Kargin" (project 342E).
Built in 1987. The first name is "Meteor-215". Renamed in 2000. Home port Kazan. Not in use since 2010.
#43. "Mechanic Kargin" on the Volga near Kazan (2005).
Motor ship "Mikhail Kalinin" (project 92-016).
Built in 1981. He worked as part of the Volga River Shipping Company, then Vodokhod. In 2007, a fire occurred on board the ship, which was parked in the backwater, as a result of which the ship was severely damaged. Between 2008 and 2011, the ship was restored and completely refurbished with a reduction in passenger capacity, the cabins are equipped with balconies. The updated ship was renamed "Mstislav Rostropovich".
#44. "Mikhail Kalinin" on the Volga at the Sosenki pier (2006).
Motor ship "Mikhail Kutuzov" (project 588).
Built in 1957. Never changed the name. Until 2006, as part of the Volga River Shipping Company. Since 2006 assigned to Perm. In use.
#45. "Mikhail Kutuzov" on the Volga near Astrakhan (2005).
Motor ship "Mikhail Lomonosov" (project 301).
Built in 1979. He worked at the White Sea-Onega Shipping Company, then on lease with the American company "Viking River Cruises". At the end of 2008, Viking bought the ship. In 2008, a transfer to the Dnieper was carried out. Since 2009, "Mikhail Lomonosov" has been operating on the Kyiv-Odessa route.
#46. "Mikhail Lomonosov" on the island of Kizhi (2007).
Motor ship "Mikhail Frunze" (project 92-016).
Built in 1980. He worked as part of the Volga River Shipping Company. Since 2012, the operator is Vodohod. Repainted in red and white corporate colors.
#47. "Mikhail Frunze" on the Volga near Balakhna (2005).
Motor ship "Mikhail Sholokhov" (project 302).
Built in 1985. Worked at the Volga-Don River Shipping Company. Operator "Orthodox". Home port - Rostov-on-Don.
#48. "Mikhail Sholokhov" on the Volga in the Priluki area (2008).
Motor ship "MO-97" (project 839).
Built in 1964. Home port - Kostroma. The vessel is in operation.
#49. "MO-97" on the Volga in Kozlovka (2005).
Motor ship "Mozdok" (project 576).
Built in 1964. The vessel is in operation.
#50. "Mozdok" on the Volga near Volgograd (2005).
