Vägen till Palteskiuborg

Situne Dei, 2009

Several experimental boat voyages on rivers in Eastern Europe and the ex-USSR have taken place during the last decades. All have confirmed that travelling on rivers, against strong current or in shallow waters, is a challenging and sometimes quite impossible task. The notion that Scandinavians brought their own vessels to and across Russia, as sometimes suggested by imaginative scholars, is neither supported by archeological and historical research, nor by these experiments.

PROCEEDINGS OF THE 10TH WORKSHOP ON METALLIZATION AND INTERCONNECTION FOR CRYSTALLINE SILICON SOLAR CELLS

The paper present research results of the historical development of anthropogenic activities along the upper and middle Vltava watercourse from the water management perspective. The Vltava river has been considered since ancient times as a natural waterway used to transport goods, especially wood, salt, and construction materials. The cargo was transported down the river from its source in the Upper Vltava region to the place of consumption, for example to Prague and other cities along Vltava and Elbe rivers. According to chronicle records, this worked as early as 920, when Prince Wenceslas declared the Vltava River a free road on the water. Vltava river has always offered a source of available water energy, which was exploited by mills, hammer mills, sawmills, which, due to the construction of necessary weirs, created obstacles in navigation. The development of navigation conditions took place during the reign of Charles IV, who ordered that the weir stages must be complemented with so-called raft culverts. From the 16th century, at the instigation of King Ferdinand I, not only tow paths began to be established along the course of the river, but river training works and other related infrastructure was built. For example, in the 18th century all weirs around the Orlík castle were removed to improve navigability of the river. With the development of technology that time, in addition to tava river was built in 1729. The volume of river transport on the Vltava began to rapidly reduce due to the fast development of the railway in the 19th century and completely ceased with the beginning of the Slapy dam construction in 1949, when the Vltava river as source of hydropower completely prevailed. Anyway, the construction of dams cascade on the Vltava began to be considered as early as the beginning of the 20th century. When designing the Slapy and Orlík dams, class I navigation equipment (ship lifts) for pleasure boats, was also considered but it was never built. In the 2020s, a waterway from the Orlík reservoir to with the completion of the above-mentioned ship elevators on the Slapy and Orlík dams. A partial result of the research in the project "Vltava-transformation of historical landscape as a result of floods, dams' creation and land-use changes along with cultural and social activities in the river neighbourhood" is a database of historical, planned, and current water management structures on the upper and middle Vltava. The database describes weirs, dams, and other water management structures on the Vltava river. The aim of the database is to be a source of information as a technical description of structures, geographical information, photo documentation, historical documents for the developed web application, the exhibition under recent preparation and for watercourse and waterway administrators and other entities, including organizations operating in the field of cultural heritage protection.

International Journal of Nautical Archaeology, 2017

In: RADIĆ ROSSI, Irena (ur.), GASPARI, Andrej (ur.), PYDYN, Andrzej (ur.). Proceedings of the 13th annual meeting of the EAA (Zadar, Croatia, 18-23 September 2007) : session: Underwater archaeology. Zagreb: Hrvatsko arheološko društvo, 2008, str. 303-313,, 2008

Archaeological Fieldwork in Estonia 2018, 2019

Textus et Studia 30(2), pp. 123-170, 2022

The text aims to look at the three functions of the Daugava River: border, obstacle, and trade route. We will focus on the river in the Early Modern Period (from the 16th to the 18th century). We will go beyond the chronological framework, during which we will attempt to answer the following questions. Was the border on the Daugava shaped? To what extent was the dividing line permanent? What was the defensive value of the river? Due to the differences during the border and fighting conducted, the river has been divided into two sections: Livonian (today Latvian) and Ruthenian (today Belarussian and Russian). The article is of review character, and the basis for writing this paper is a large amount of literature. In some cases, sources were used, and in exceptional circumstances, we reached for sources. To compare the Daugava River to other rivers, we used the literature on the Vistula, the Volga River, the Dnieper, and the Danube. The border of the Livonian section of the Daugava, which was established in the 16th-18th centuries, survived until the 20th century. It shows the river's role as a border, which can only be compared with the Danube. Daugava was not an insurmountable obstacle. Most of the fighting was fought near the river, as was the case with the Dnieper and Danube.

Geochronometria

The earliest evidence of human settlement in northeastern Baltic Area is attested at Antrea-Korpilahti (9200-8250 cal BC) where Mesolithic artifacts were found in the deposits of a channel linking the Ancylus Lake and the Ladoga Lake. At the initial stage of the Littorina Sea, the Ladoga Lake became isolated and was drained into the Baltic Sea through the Palaeo-Vuoksa river system and the Veshchevo (Hejnijoki) Strait. The sites with the earliest evidence of pottery making (5560-5250 cal BC) coincided with the Littorina II stage. The connection of the Saimaa Lake basin with the Gulf of Bothnia was interrupted at 3000 cal BC, when the lake system started to drain into the Ladoga Lake via the Vuoksa (Vuoksi) River. Influx of fresh water caused a rise of the level of the Ladoga Lake. The peak of the ensuing 'Ladoga transgression', was attained between 2210 and 1110 cal BC. At the peak of its transgression the Ladoga Lake formed a new outflow to the Baltic Sea via the Neva River...

1994

"""Keywords: Kaliningrad region, Roman period, Sambian-Natangian culture, Gurjevka river, archaeological sites, cultural landscape. Summary: The article represents preliminary analysis of the complex cultural landscape near Chistyj Prud lake and formerly Preußisch Arnau and Lapsau areas (Gurjevski district of Kaliningrad region), where Gurjevka river falls into Pregel which is considered the main waterway in the south-east Baltic area. This region played one of the key roles in system of communications of Sambian-Natangian culture. The attention is focused on formerly Käpphen bei Preußisch Arnau graveyard, situated at the north-east outskirt of Rodniki township. Also, information about other archaeological sites dated to fi rst millennium A. D. is systematized. Both published and archive data from pre-war excavations are involved, as well as experience of the modern prospecting and locating of graveyards known only by pre-war excavations.""""""

Late Quaternary Terrestrial Processes, Sediments and History: From Glacial to Postglacial Environments, 2014

The stop site at the Vasargelišķi village (55°54'56" N, 26°49'05" E) is located about 6 km east of Daugavpils, within the Upper Daugava spillway valley. The Upper Daugava spillway valley is one of the oldest and largest in Latvia. It stretches for a distance of 50 km between Krāslava town and Krauja village (Fig. 9.1). The spillway valley was carved in the lowermost part of the Upper Daugava depression through the icemarginal belts of the Dagda and Kaldabruņa phases. It was formed as a result of the interplay between meltwater discharge from the Polatsk and Nīcgale proglacial lakes. The Upper Daugava spillway separates the Latgale Upland from the Augšzeme Upland.