DOCSLIB.ORG

A Roman Bridge Across the Rhône Discovered at Pierre-Châtel (France) Philippe Artru

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
A Roman Bridge Across the Rhône Discovered at Pierre-Châtel (France) Philippe Artru Fig. 1 Pierre-Châtel. Roman roads through the Epine range and bridge position. Artwork: P. Artru. A Roman Bridge Across the Rhône Discovered at Pierre-Châtel (France) Philippe Artru Situation and historical background entrance of the gorge and a cable ferry was then in use until 1837 associated with a toll. Some administrative The 3km long, 100–200m deep Pierre-Châtel gorge is and military documents however mentioned the remnants located on the French Upper-Rhône between Geneva and of a bridge across the Rhône at the Bas-Fort site in 1723 Lyon (Fig. 1). The Rhône flows through picturesque cliffs and 1852. Roads enlargements and rocks collapses have cut in Upper Jurassic and Lower Cretaceous limestone now destroyed those remnants and it took the author three formations. Since 2003, the author has conducted a field more years to prove the bridge existence and its antiquity. research program on the main Roman roads of Savoy between the pre-Alps and the Rhône. A road, indicated The access ledge on the Antonian Itinerary and the Peutinger Table came from Italy through the Petit-Saint-Bernard pass and then The carved ledge discovered in the cliff can be compared Lemincum (now Chambéry) heading for Vienna. Another with one existing on the Val de Fier Roman road between one leaving the precedent at Lemincum, reached the col Annecy and Seyssel some 40km north. It also presents du Chat pass and then the Rhône at Yenne upstream from strong similarities with known Roman carved passages Pierre-Châtel. The author’s previous research has shown at Ruaz in the Val d’Aoste (Italy) and the Romanche road that this was also an important road open to vehicles and east of Grenoble. To reach it, the Romans used a natural most probably heading for Lyon but no trace of it had ramp with a 10% slope but only vague remnants of the ever been found in the Pierre-Châtel gorge. In 2005, a road are still visible. The junction between the ramp and systematic survey led to the identification of a carved the ledge, which are currently 30m apart, was probably passage located on a natural ledge some 40m above the provided by a 15–20m high masonry wall, which is also river.1 This road with its typical Roman features could missing. only lead to a bridge as it stopped abruptly in the middle The ledge itself presents three carved passages and three of the cliff north of a former stronghold called the small caves, which could have been used for lodging the Bas-Fort. Past local historians had written of a legendary road caretakers in peacetime or guards when needed. bridge crossing the Pierre-Châtel gorge but only a wooden Among some interesting features are very regularly pick- bridge was attested from 1137 to 1227 at the downstream hewn striated faces and some grooves and holes suggesting 131 Fig. 3 Pierre-Châtel. Right bank remnants. Left: present condi- tion (vegetal cover partly suppressed). Right: reconstruction in Roman times. Drawing: P. Artru. an abutment must have been standing on the bank of the river. Nowadays, the only traces left of it are high underwater steps cut in the limestone with remnants of a foundation wall. The remnants on the right bank On the right bank, in front of the anchoring cavity and hidden by vegetation, the author found a 12m wide trench with a flat bottom inclined at 45° (Fig. 3). The two internal sides of the trench consist of vertical 2–4m high cut faces. This 42m high trench, still intact at a height of 27m, certainly represents the foundations of a massive Fig. 2 Pierre-Châtel. Left bank remnants. Above: present con- dition. Below: reconstruction in Roman times. Drawing: P. Artru. abutment. To realize this work it was necessary to dig into a rocky ridge but the architect took care to leave a 2m the former presence of wooden lateral extensions of the wide wall of natural rock on the ridge’s west side, vertical road built initially or after a partial collapse of the ledge. on both faces. The purpose of this structure oriented at Such extensions, similar to the ‘plank roads’ of old China, 15° from the bridge axis, was most probably to support existed on the Iron Gates Roman road along the Danube a succession of dissymmetric shoulders reinforcing the and on the Romanche road near Grenoble. downstream face of the abutment. Above water, not a single block has been left of this huge construction, The remnants on the left bank which certainly did not collapse entirely as it was strongly anchored laterally and vertically on stable limestone Just before reaching the Bas-Fort promontory, the ledge beds. All its large blocks must have been recovered at an stops abruptly above a 12m wide, 8m high, 1.5m deep unknown date after the bridge destruction. rectangular man-made cavity (Fig. 2). Its form is typical The top of the trench is barred by a 4m high masonry wall, of the cavities made to anchor a stone bridge in a steep the role of which was probably to protect those working rocky bank, but its position and its size imply a bridge on a steep and exposed site from stones falling from of exceptional dimensions. Its depth was 2–3m before particularly dilapidated limestone beds. On the lower a collapse caused by an attempt to widen the tunnel end of the abutment, hard limestone beds emerge from crossing the promontory. Above it, a rough triangular the bottom of the trench. They are cut into steps, which pediment-shaped structure, with the same axis of sym- once formed the base of a vault that crossed the Rhône. metry, has been carved in the cliff, probably to clean it Immediately upstream other steps cut at a 35° angle with from menacing rock pieces. the abutment front face were probably the base for an The 10–12m span of the first arch is deduced from the oblique wall facilitating the flow during high water and 8m height of the cavity, taking into account that the protecting the abutment. cylindrical vault thickness ought to be 2–3m according to stone bridges usual dimensions. The level of the road was Bathymetric surveys 30m above the present road and 42m above the river low waters level (217m above sea level). Most probably this Despite the importance of the remnants found on both arch was needed for the passage of another road along banks, no ashlars from the bridge itself have been found the river, which is still visible now, circling the Bas-Fort and exploration of the river itself became necessary. The promontory. A large pier, so massive that it may be called ‘Compagnie Nationale du Rhône’ (CNR), which exploits 132 Fig. 4 Pierre-Châtel, 3D isobaths diagram of the Rhône (courtesy of CNR) with bridge position, view from upstream. Artwork: P. Artru. the hydroelectric dams and power plants on the Rhône, generously offered to do the necessary bathymetric survey with a specialized boat and team (Fig. 4). Near the Bas-Fort, the isobaths 3D diagram shows that the bottom is nearly flat at a depth of 10–13m (at low waters) and consists of pebbles. The bottom profile shows an almost continuous plateau close to the right bank, followed by an 8m near-vertical face before reaching the pebbles. On the left bank, the slope is less steep and full of collapsed natural blocks. Two-thirds of the Rhône flow are now detoured through a canal, but when the totality of the river was flowing through the gorge, it carried the pebbles away and the depth must have reached 15–17m, even by low waters, and up to 20m during centennial high waters when the flow can reach more than 2,000 3m /s. Such depths and the swift current made the building of a pier in the middle of the river impossible even if it may have been feasible to put the foundations at a depth of 5–6m in front of the pile during the summer low waters of the Roman period warmer climate. The main vault From the above it must be concluded that only one vault extended over the Rhône. It reached a height of 43m (including parapets) above the present winter low waters levels as determined by the access road elevation on the left bank. Total built height may have been 49m if the probable foundation wall is included (same height as the Alcántara bridge and Pont du Gard). The topographic Fig. 5 Pierre-Châtel. Underwater ashlars accumulations along data supplied by the CNR give a distance of 44.40m from bridge axis and downstream. Above: blocks seen from a boat one bank to the other on the bridge axis at low water. close to the right bank trench. Photos: P. Artru. Manipulation cav- ity, rough-hewn face and cornice element with heel. Below: typi- Therefore, the span there was most likely between 40 cal ashlars (1 x 0.50 x 0.50m). Photos: F. Michaud. and 45m. The still existing vault of the Pont-Saint-Martin bridge in the Italian Val d’Aoste, the largest known one in top and assuming a cylindrical design we can deduce the the Roman world, has only a 35.6m span. height of the vault base (springing): 16–19m above the The width of the deck is unknown but must have been low waters level. The length of the bridge was 114m from close to 7m as in some of the largest Roman stone the anchoring cavity wall to the top of the protection wall bridges.
Load more

Recommended publications
  • Roman Mortars Used in the Archaeological Sites In
    UNIVERSIDAD POLITÉCNICA DE MADRID ESCUELA TÉCNICA SUPERIOR DE ARQUITECTURA ROMAN MORTARS USED IN THE ARCHAEOLOGICAL SITES IN SPAIN AND TURKEY A COMPARATIVE STUDY AND THE DESIGN OF REPAIR MORTARS TESIS DOCTORAL DUYGU ERGENÇ Ingeniera Geológica y Máster en Restauración Junio 2017 CONSERVACIÓN Y RESTAURACIÓN DEL PATRIMONIO ARQUITECTÓNICO ESCUELA T ÉCNICA SUPERIOR DE ARQUITECTURA DE MADRID ROMAN MORTARS USED IN THE ARCHAEOLOGICAL SITES IN SPAIN AND TURKEY A COMPARATIVE STUDY AND THE DESIGN OF REPAIR MORTARS Autor: DUYGU ERGENÇ Ingeniera Geológica y Máster en Restauración Directores: Dr. Fco. David Sanz Arauz Doctor en Arquitectura por ETSAM, UPM Dr. Rafael Fort González Doctor en Geología Económica por UCM, Senior científico en Instituto de Geociencias (CSIC-UCM) 2017 TRIBUNAL Tribunal nombrado por el Mgfco. Y Excmo. Sr. Rector de la Universidad Politécnica de Madrid, el día de de 2017 Presidente: Vocales: Secretario: Suplentes: Realizado el acto de lectura y defensa de la Tesis Doctoral el día de de 2017 en la Escuela Técnica Superior de Arquitectura de la Universidad Politécnica de Madrid EL PRESIDENTE LOS VOCALES EL SECRETARIO I hereby declare that all information in this document has been obtained and presented in accordance with academic rules and ethical conduct. I also declare that, as required by these rules and conduct I have fully cited and referenced all material and results that are not original to this work. To my family Acknowledgements This thesis would not have been possible without the support and expertise of many people. First of all, I would like to express my sincere gratitude to my advisors, Dr. Fco.
    [Show full text]
  • Summer in the Romantic Cities
    PRESS RELEASE SUMMER IN THE ROMANTIC CITIES KOBLENZ, JUNE 2019 Enjoy outdoor activities, dancing and laughing! Summer in the Romantic Cities is all this and much more. Located in the southwest of Germany and blessed with a pleasant, Mediterranean climate, the cities of Rhineland‑ Palatinate are ideal for enjoying summer to the full, be it by attending the countless events or enjoying regional delicacies or the various outdoor activities. You will most definitely fall in love with the Romantic Cities straddling the Rhine and Moselle! EVENTS The season kicks off on the next-to-last weekend in June (19–23 June 2019) with the open- air Porta³ in front of the Porta Nigra in Trier, a grand celebration with big names in attendance, good music and a vibrant atmosphere. The Nibelungen Festival in Worms (12–28 July 2019) is more restrained but no less entertaining. This year, the open-air theatrical event just outside the cathedral will feature ‘ÜBERWÄLTIGUNG’. But it is not only the performance against a backdrop of the cathedral that makes the festival a unique cultural event, it is also the excellent supporting programme and Heylshof Garden, one of Germany’s most beautiful theatre foyers, that attract numerous visitors. The night sky is fantastically illuminated during the Mainz Summer Lights (26–28 July 2019), which includes a varied music programme, a welcoming wine village, countless food stalls, other activities and, the pièce de résistance on Saturday, a stunning fireworks display set to music. The breathtaking show can be enjoyed from the riverbanks or aboard an exclusive ship on the Rhine.
    [Show full text]
  • Roman Roads of Britain
    Roman Roads of Britain A Wikipedia Compilation by Michael A. Linton PDF generated using the open source mwlib toolkit. See http://code.pediapress.com/ for more information. PDF generated at: Thu, 04 Jul 2013 02:32:02 UTC Contents Articles Roman roads in Britain 1 Ackling Dyke 9 Akeman Street 10 Cade's Road 11 Dere Street 13 Devil's Causeway 17 Ermin Street 20 Ermine Street 21 Fen Causeway 23 Fosse Way 24 Icknield Street 27 King Street (Roman road) 33 Military Way (Hadrian's Wall) 36 Peddars Way 37 Portway 39 Pye Road 40 Stane Street (Chichester) 41 Stane Street (Colchester) 46 Stanegate 48 Watling Street 51 Via Devana 56 Wade's Causeway 57 References Article Sources and Contributors 59 Image Sources, Licenses and Contributors 61 Article Licenses License 63 Roman roads in Britain 1 Roman roads in Britain Roman roads, together with Roman aqueducts and the vast standing Roman army, constituted the three most impressive features of the Roman Empire. In Britain, as in their other provinces, the Romans constructed a comprehensive network of paved trunk roads (i.e. surfaced highways) during their nearly four centuries of occupation (43 - 410 AD). This article focuses on the ca. 2,000 mi (3,200 km) of Roman roads in Britain shown on the Ordnance Survey's Map of Roman Britain.[1] This contains the most accurate and up-to-date layout of certain and probable routes that is readily available to the general public. The pre-Roman Britons used mostly unpaved trackways for their communications, including very ancient ones running along elevated ridges of hills, such as the South Downs Way, now a public long-distance footpath.
    [Show full text]
  • The Masonry Bridges in Southern Italy: Vestige to Be Preserved
    The masonry bridges in Southern Italy: vestige to be preserved M. Lippiello Second University of Naples, Department of Civil Engineering, Aversa,(CE),Italy L. Bove, L. Dodaro and M.R. Gargiulo University of Naples, Department of Constructions and Mathematical Methods in Architecture, Naples, Italy ABSTRACT: A previous work, “The Stone bridges in Southern Italy: from the Roman tradition to the Middle XIX century”, presented during the Arch Bridges IV, underlined the connection between bridge construction and street network. With the fall of the Roman Empire and the consequent breaking up of the territory into small free states, road construction was no longer a priority and many suburban bridges were abandoned as well. This survey focuses on the Sannio area. It will take into account the following: − ancient bridges still on use; − bridges of Samnite’ Age, adapted in the later centuries, nowadays in a marginal rule with respect to the roads net; − bridges cut off from the road system. The aim of this paper is to describe some of these structures and thereby propose a cataloguing methodology of structural, technologic and material aspects of masonry bridges. The planned methodology’s ultimate purpose is to preserve adequate evidence of this heritage and lay the foundations for its safeguarding in case, future sensibility towards these constructions will not depend exclusively on their utilization. 1 INTRODUCTION Located at about 80 Km N-NW from Naples, the Roccamonfina volcanic pile, extinct in pro- tohistoric era, divides the area in two ambits which differ not only from a geographic but also from a cultural point of view.
    [Show full text]
  • 1 ROMANS CHANGED the MODERN WORLD How The
    1 ROMANS CHANGED THE MODERN WORLD How the Romans Changed the Modern World Nick Burnett, Carly Dobitz, Cecille Osborne, Nicole Stephenson Salt Lake Community College 2 Romans are famous for their advanced engineering accomplishments, although some of their own inventions were improvements on older ideas, concepts and inventions. Technology to bring running water into cities was developed in the east, but was transformed by the Romans into a technology inconceivable in Greece. Romans also made amazing engineering feats in other every day things such as roads and architecture. Their accomplishments surpassed most other civilizations of their time, and after their time, and many of their structures have withstood the test of time to inspire others. Their feats were described in some detail by authors such as Vitruvius, Frontinus and Pliny the Elder. Today our bridges look complex and so thin that one may think it cannot hold very much weight without breaking or falling apart, but they can. Even from the very beginning of building bridges, they have been made so many times that we can look at different ways to make the bridge less bulky and in the way, to one that is very sturdy and even looks like artwork. What allows an arch bridge to span greater distances than a beam bridge, or a suspension bridge to stretch over a distance seven times that of an arch bridge? The answer lies in how each bridge type deals with the important forces of compression and tension. Tension: What happens to a rope during a game of tug-of-war? It undergoes tension from the two opposing teams pulling on it.
    [Show full text]
  • 7Th ROMAN BRIDGES on the LOWER PART of the DANUBE
    th 7 INTERNATIONAL CONFERENCE Contemporary achievements in civil engineering 23-24. April 2019. Subotica, SERBIA ROMAN BRIDGES ON THE LOWER PART OF THE DANUBE Isabella Floroni Andreia-Iulia Juravle UDK: 904:624.21"652" DOI: 10.14415/konferencijaGFS2019.015 Summary: The purpose of the paper is to present the Roman bridges built across the Romanian natural border, the Danube, during the Roman Empire expansion. Some of these are less known than the famous Traian’s bridge in Drobeta Turnu Severin. The construction of bridges on the lower part of the Danube showed the importance of conquering and administrating the ancient province of Dacia. The remaining evidences prove the technical solutions used by the Roman architects at a time when public works had developed. Keywords: Danube bridges, pontoon bridge, Bridge of Constantine the Great, Columna Traiana 1. INTRODUCTION The Danube1 was once a long-standing frontier of the Roman Empire, and today flows through 10 countries, more than any other river in the world. Originating in Germany, the Danube flows southeast for 2,850 km, passing through or bordering Austria, Slovakia, Hungary, Croatia, Serbia, Romania, Bulgaria, Moldova and Ukraine before draining into the Black Sea. Romania has the longest access to the river, around 1075 km, of which 225 km on Romanian territory exclusively. | CONFERENCE PROCEEDINGS INTERNATIONAL CONFERENCE (2019) | 189 7. МЕЂУНАРОДНА КОНФЕРЕНЦИЈА Савремена достигнућа у грађевинарству 23-24. април 2019. Суботица, СРБИЈА Fig. 1 Map of the main course of the Danube During the Roman Empire many wooden or masonry bridges were built, some of which lasted longer, other designed for ephemeral military expeditions.
    [Show full text]
  • The Defensive System of the Late Roman Limes Between Germania Secunda and Britannia
    Corso di Laurea magistrale in Scienze dell’Antichità: Letterature, Storia e Archeologia Tesi di Laurea The defensive system of the late Roman limes between Germania Secunda and Britannia Relatore Dr. Daniela Cottica Laureanda Sofia Turk Matricola 825383 Anno Accademico 2011 / 2012 Table of content 1. Preface ................................................................................................................... 4 2. Introduction to the late Roman army ...................................................... 10 2.1. The Army of the 3 rd century and the Diocletianic reform ................ 11 2.2. The army after Constantine the Great ..................................................17 2.3. Transformations in late Roman fortification measures .....................22 3. The Lower Rhine frontier and northern Gaul .......................................31 3.1. General overview........................................................................................ 31 3.2 Fortified urban centres or military road posts?....................................39 3.3 Fortifications from Postumus to the end of the century.....................41 3.4 Defensive measures taken by Constantine and his sons .....................48 3.5. Reconstruction of the frontier in the second half of the 4 th century57 4. The coastal defences in south-eastern Britannia .................................63 4.1 Introduction..................................................................................................63 4.2. New fortifications under the Gallic
    [Show full text]
  • Manual Stone Arch Bridges
    Kasese District Local Government Stone arch bridges A strong & cost effective technology for rural roads A practical manual for Local Governments Foreword This manual was developed based on the experience of the Belgian Technical Cooperation (BTC) supported Kasese District Poverty Reduction Programme (KDPRP) in Western Uganda, during the period 2009- 2013. The programme piloted stone arch culverts and bridges in rural areas, where low Table of contents labour costs and high cost of industrial building materials favour this technology. The 1. Chapter 1: Introduction to stone arch bridges .............................. 2 construction of stone arch bridges in Uganda, 1.1 Background and justification. ...................................................... 2 Tanzania & Rwanda has demonstrated its 1.2 The stone arch bridge technology ............................................... 3 overall feasibility in East Africa. 1.3 Advantages & limitations. ........................................................... 5 1.4 Stone arch bridges: implications of labour-based technology. ... 7 How to use this manual 2. Chapter Two: Design of stone arch bridges ................................... 8 The purpose of this manual is to provide 2.1 Quick scan – site assessment ...................................................... 8 supervisors of stone arch bridge works with 2.2 Planning and stakeholders involved. ........................................... 9 an easy step by step guide. The stepwise 2.3 Design .........................................................................................
    [Show full text]
  • Touchdown in the Haert of Romance!
    Arvidsjaur Reykjavik enchanting Trier Tampere Oslo Stockholm Mainz Glasgow Göteborg you! Koblenz Dublin Riga Kerry Kaunas Kaiserslautern London Gdansk Minsk Speyer Frankfurt-Hahn Wroclaw Katowice Worms Santiago de Bratislava Compostela Budapest Biarritz Verona Balaton Santander Milan Venice Porto Montpellier Bologna Madrid Reus Pisa Gerona Faro Jerez de la Pescara Frontera Valencia Rome Bari Majorca Alghero Malaga Granada Fès Marrakech Tenerife Fuerteventura Touchdown in the heart of Romance! Only one hour to castles, kings, Kaisers and the beautiful Loreley We welcome you to the Central Rhine Valley, designated as a Unesco World Cultural Heritage site. Enjoy the sights of the region. From the cities of Worms, Speyer, Kaiserslautern, Trier, Koblenz and Mainz, as well as the Rhine and Moselle Valleys, walk in the footsteps of Germany’s history. Some of the country’s most valuable historical treasures are only a short drive away from Frankfurt-Hahn Airport. And once you have had your fi ll, simply take a connection to the next destination: Madrid, Budapest, London or Stockholm perhaps? However, fi rst and foremost: we are glad to have you as our guest! www.hahn-airport.de EV 105x210 4c UK.indd 1 14.12.2007 14:06:43 Uh Trier inviting Mainz you! Koblenz Kaiserslautern Speyer Worms A feeling that goes under your skin... Treat yourself to a holiday of pure romance and full of passion. Six towns in south- west Germany invite you to partake in exciting experiences, creative pleasures and unforgettable memories. The romantic cities of Trier, Koblenz, Mainz, Worms, Speyer and Kaiserslautern – all boasting a wealth of history, all situated along the Rhine and Moselle rivers and all of them marked by legendary castles and palaces, mighty cathedrals and churches, crooked old streets and modern shopping arcades, alluring culinary specialities and world-famous wines.
    [Show full text]
  • Roman Roads in Britain
    ROMAN ROADS IN BRITAIN c < t < r c ROMAN ROADS IN BRITAIN BY THE LATE THOMAS CODRINGTON M, INST.C. E., F. G S. fFITH LARGE CHART OF THE ROMAN ROADS AND SMALL MAPS IN THE TEXT REPRINT OF THIRD EDITION LONDON SOCIETY FOR PROMOTING CHRISTIAN KNOWLEDGE NEW YORK: THE MACMILLAN COMPANY 1919 . • r r 11 'X/^i-r * ' Ci First Edition^ 1903 Second Edition, Revised, 1905 Tliird Edition, Revised, 1918 (.Reprint), 19 „ ,, 19 PREFACE The following attempt to describe the Roman roads of Britain originated in observations made in all parts of the country as opportunities presented themselves to me from time to time. On turning to other sources of information, the curious fact appeared that for a century past the litera- ture of the subject has been widely influenced by the spurious Itinerary attributed to Richard of Cirencester. Though that was long ago shown to be a forgery, statements derived from it, and suppositions founded upon them, are continually repeated, casting suspicion sometimes unde- served on accounts which prove to be otherwise accurate. A wide publicity, and some semblance of authority, have been given to imaginary roads and stations by the new Ordnance maps. Those who early in the last century, under the influence of the new Itinerary, traced the Roman roads, unfortunately left but scanty accounts of the remains which came under their notice, many of which have since been destroyed or covered up in the making of modern roads; and with the evidence now available few Roman roads can be traced continuously. The gaps can often be filled with reasonable certainty, but more often the precise course is doubtful, and the entire course of some roads connecting known stations of the Itinerary of Antonine can only be guessed at.
    [Show full text]
  • Were Used by the Romans and in What Contexts Frisii and Frisiavones Used Their Own Ethnic Names
    FRISII AND FRISIAVONES M.C. GALESTIN University of Groningen, Groningen Institute of Archaeology, Groningen, the Netherlands ABSTRACT: A study was made of the literary and epigraphical evidence referring to Frisii or Frisiavones, with the aim of assessing their relations with the Romans. The similarity of their names makes it difficult to distinguish between the two tribes. It emerges that the Frisii and Frisiavones probably were not related and lived in different territories. Both groups had contacts with the Romans, who made their names part of recorded history. Both Frisii and Frisiavones served in the Roman army and received Roman citizenship afterwards. The Frisiavones made their appearance around the middle of the first century and towards the end of the first century they formed an ethnic unit which served in Britain during the 2nd and 3rd centuries. Frisii were active in the Roman army from their first encounter in 12 BC, but their name did not become linked to an ethnic unit until the 3rd century, when several Frisian units were deployed in forts along Hadrian’s Wall. The Frisiavones had become incorporated into the Roman Empire, while the Frisii remained outside. The Frisii adopted some Roman habits but largely retained their own cultural identity. Members of both groups were present in Rome, as equites singulares, where their ethnic names are found combined with Roman names in their epitaphs. Their relations with the Roman Empire also provided new identities for Frisii and Frisiavones. KEYWORDS: Frisii, Frisiavones, Roman army, Roman Empire, ethnic identity. 1. InTRODUCTION were used by the Romans and in what contexts Frisii and Frisiavones used their own ethnic names.
    [Show full text]
  • Campania/Rv Schoder. Sj
    CAMPANIA/R.V. SCHODER. S. J. RAYMOND V. SCHODER, S.J. (1916-1987) Classical Studies Department SLIDE COLLECTION OF CAMPANIA Prepared by: Laszlo Sulyok Ace. No. 89-15 Computer Name: CAMPANIA.SCH 1 Metal Box Location: Room 209/ The following slides of Campanian Art are from the collection of Raymond V. Schader, S.J. They are arranged alpha-numerically in the order in which they were received at the archives. The notes in the inventory were copied verbatim from Schader's own citations on the slides. CAUTION: This collection may include commercially produced slides which may only be reproduced with the owner's permission. I. PHELGRAEA, Nisis, Misenum, Procida (bk), Baiae bay, fr. Pausilp 2. A VERNUS: gen., w. Baiae thru gap 3. A VERNUS: gen., w. Misenum byd. 4. A VERN US: crater 5. A VERN US: crater 6. A VERNUS: crater in!. 7. AVERNUS: E edge, w. Baths, Mt. Nuovo 1538 8. A VERNUS: Tunnel twd. Lucrinus: middle 9. A VERNUS: Tunnel twd. Lucrinus: stairs at middle exit fl .. 10. A VERNUS: Tunnel twd. Lucr.: stairs to II. A VERNUS: Tunnel twd. Lucrinus: inner room (Off. quarters?) 12. BAIAE CASTLE, c. 1540, by Dom Pedro of Toledo; fr. Pozz. bay 13. BAIAE: Span. 18c. castle on Caesar Villa site, Capri 14. BAIAE: Gen. E close, tel. 15. BAIAE: Gen. E across bay 16. BAIAE: terrace arch, stucco 17. BAIAE: terraces from below 18. BAIAE: terraces arcade 19. BAIAE: terraces gen. from below 20. BAIAE: Terraces close 21. BAIAE: Bay twd. Lucrinus; Vesp. Villa 22. BAIAE: Palaestra(square), 'T.
    [Show full text]