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Those of you who are kind enough to follow my uploads (and read my detailed captions!) may remember that I already wrote a couple of times in the past about one of the greatest mysteries of society in the Middle Ages, one almost no one talks about: how were the “careers” of expert craftsmen organized?
Let me take one example to clarify what I mean: when you go to some Romanesque church famous for, say, its sculpted tympanum, such as Moissac or Conques in France (there are of course examples in other countries!), you marvel at the technical and artistic maturity of the artist who spent years sculpting those masterpieces, at the depth of his inspiration and the trueness of his faith, sometimes even at his humor, his audacity: what a master sculptor that guy was! But where was that master sculptor schooled? With whom and where did he train? Certainly, achieving such mastery as one can witness in Moissac or Conques took years (decades?) of practice, and earlier pieces could and should be found elsewhere, recognizable traces of a budding craftsmanship which would, one day, blossom into the full-blown wonder that you are currently beholding?
Yet, no such traces can be found anywhere. It is as if the master had just been born, instantly armed with the whole extent of his expertise and hired in a leap of faith (and without a résumé!) by patrons and sponsors to sculpt the tympanum that would become his one masterpiece...
Even more puzzling: after the master completed that masterpiece, he obviously enjoyed a tremendous reputation and could pick the projects he wanted, right? True, in some cases, one can imagine that by the time he completed his chef-d’œuvre, the master was tired and could not go on and undertake another such project; in some cases, he may have been near death. But surely not in all cases! Then, how come no further works by the same master can ever be found? How is it that he was seemingly born fully mature and in full possession of his masterful expertise, without any discernible schooling or training, and then vanished into thin air once his (truly) once-in-a-lifetime masterpiece had been finished? I have come to accept that I shall not, at least in this lifetime, know the answers to those questions.
The so-called “Master of Cabestany” is, at least in part, a welcome exception. His name is not known to us, unlike the very few who signed their work with a So-and-so me fecit mention, but his career can be traced to many churches he worked on during the second half of the 12th century. Revealed in the 1930s with the unearthing of a Romanesque tympanum during works on the parochial (and otherwise uninteresting) church of the village of Cabestany in the département of Aude (province of Roussillon, southern France), he was thus christened “The Master of Cabestany”. His works have been tracked throughout Europe, thanks to his very specific and original manner, as we will see. As of this day, more than 120 pieces have been attributed to the Master or people working with him (as sculptors of that caliber were always accompanied in their travels by an entourage of pupils and apprentices), most of them in the Languedoc and Roussillon provinces, but also in Catalogna and Navarre in modern-day Spain, as well as in Italy’s Tuscany. If no true “early works” have been found (his career in his younger years thus remains a mystery), the pieces that have been attributed to him do cover several decades and can reasonably account for what we can describe as a full “professional life”.
A closeup view of the center scene, showing Christ and His mother Mary being watched over by an angel.
Those little white or yellow buds are actually the true flower of the bouganvillea. The colorful part of the plant are the bracts, the protective leaves.
Those Deadbeat Cats performing outside St Nicholas Church at North Walsham Children's Day, 7th May 2018 (c)John Newstead
~ Rachel Carson
A few small shrubs growing around the Multnomah Falls trails.
November 29, 2009. Multnomah Falls, Oregon. love the trails.
those pictures were taken at Fuck Monday at the Continental.
A good way to be informed about the fuck mondy events is to follow Maya Snowfield on Primfeed www.primfeed.com/maya.snowfield
This seemed heavy handed at first, to take the departed out of the line, but in the end I think it worked. I tried to make the path brighter and more cheerful further along, but that was a bit lost in the finished product. This is a section I plan to re-visit in the future.
If you haven't seen the comic itself, it starts here.
Their waving their arms about in the air as if their branches on a tree .. and that red cricket ball represents fruit or something .. a fruitful lot those guys .. entertaining .
What some Aussies did on Australia Day
Story Bridge Hotel
Brisbane
For those who are interested I am shooting from the ramparts of the newly (partly) restored Oystermouth castle. It came as a lovely surprise to be presented with this magnificent view of Mumbles which of course we haven't seen until recently. The Mumbles community are delighted to see the castle open once again!
For those of you that don't know, Huntsville, Alabama is nicknamed "The Rocket City."
We have that name because we have a NASA facility here and the original rockets that sent man to space were designed, built and tested here. We also designed, tested and built the Space Shuttle here, as well as the Hubble Space Telescope and I think the Chandra X-Ray Telescope. We don't launch anything from Huntsville, but we put it together so Florida and Houston can get all the glitzy press.
I've had the great honor over the years to meet three of the original seven astronauts: Alan Shepherd (had a couple of beers with him one night), Wally Schirra and Deke Slayton. I've also met several shuttle astronauts.
In this shot, you see the American flag, Alabama State flag and the top of a Saturn V (five) rocket (just a model - the real one is in a building just to the right of this).
We're now out of Santa Fe, and so we're experiencing a REAL Pre-1937 "Ghost of the Mother Road" . . .
La Bajada Hill!
While I've posted an image of this before, I think this one gives more of an idea of what some of the switchbacks were like.
I've heard rumors about there being the ruins of a gas station somewhere at the top of this hill, but admittedly, I've never made it to the top. 1. Because neither my Ford 150, nor my Toyota Corolla could ever attempt this part of old Route 66, and I don't have access to a 4wd or ATV. And 2. my attempt to actually hike it back in 2008, nearly killed me.
Granted, it was late June (usually NM's hottest time), about 100 degress F, and had to be about 80% humidity. I had gulped down one entire bottle of water by the time I was halfway up the hill. Downed a second bottle by the time I made it back down to my car, and a third bottle I just pored over my head.
I'm sure that's no big deal for a lot of you who do a lot of hiking and are in great shape. But having MS as I do, extreme heat is supposed to be an absolute NO NO, but I thought, "Hey! I can do this, no prob!"
Um, nope. I must've sat in my car with the AC going full blast for over an hour just trying to regain enough strength to get back out on the road.
Jeeze, now I have to do that just to walk out to my mailbox, empty handed with no 30lb camera bag strapped to me! ::sigh::
I left those mummy and daddy Oreos alone for one night, and when I returned they had spawned lots of baby Oreos. Guys, my house isn't big enough for all of you. Guess I have to eat you :-)
Orange County Fashion Week 2015
Orange County, CA – The California Riviera is no stranger to luxury or style and this year’s OCFashion Week (OCFW) will exude both those traits during its full week of events, beginning with World of Fashion Photography Exhibit and gala at Newport Lexus on Friday, February 27th and culminating in the Couture Designer event at Dawson Fine Art on Thursday, March 5th.
Each night holds something magical and fashionable, beginning at 6 pm with cocktails. Showtime on the runway begins at 7 pm, with after-parties at 10 pm. Each night is presented by Newport Lexus with signature sponsors by Toni & Guy Academy Manna Kadar Cosmetics, runway styling by Betinnis in Brea and will spot light a different charity each night. Orange County Fashion Week is produced by Hauteoc Inc. Discover the World You've Been Missing. Discover the World of Orange County.
NEWPORT BEACH, FEBRUARY 28th, 2015 – OC Fashion Week is proud to announce that this season’s 2015 presenting sponsor, Newport Lexus of Newport Beach, will be the site for this year’s SUGAR RUSH. The event will be held on Saturday, February 28, 2015 from 6:00pm – 9:00pm and will showcase makeovers, a celebrity runway show and the Fashionably Responsible Awards Reception. The night will also feature models from popular television show America's Next Top Models.
Beginning at 7 pm, Brit B of BeachCandy Swimwear will open the presentation showcase of Orange County Sugar Rush designers with a preview of her latest collection of swimwear, followed by the Fabulous Life of Claire Farewell’s London designer wear. As the night continues, designers Victoria by Elizabeth, According to Kimberly and Men’s Undercover Underwear debuts an exciting runway tribute to OC Fashion Week’s to retailers and fashion designers that embrace both cause and commerce in their business practices. Jewelry, handbag and accessories designers will showcase their goods, alongside pop-up shops with a portion of the proceeds donating to Working Wardrobes, which has helped more than 70,000 victims of abuse and addiction regain control of their lives by helping them dress for success.
Additionally, guests will have the opportunity to receive makeovers throughout the evening by Manna Kadar Cosmetics founder and CEO Manna Kadar. A noted industry expert, beauty editor and makeup artist to an impressive roster of celebrity clients, Manna has made her mark as a true trendsetter in the world of beauty.
Other evening highlights include a runway show featuring past contestants from America’s Next Top Model and up-and-coming designers that give back to this fashion-studded evening.
Meet the Designers:
Brit B. of BeachCandy Swimwear: A native of Orange County, with her signature store in Corona del Mar, Brit B. creates custom swimsuits for clients with the goal of making every woman feel beautiful and comfortable.
Claire Farwell of Claire Farwell London: A former model and survivor of cancer, Farwell has not only succeeded in one of the toughest industries she has also been a tireless supporter of women fighting cancer.
Manoni Handbags and Accessories: Hand-crafted out of full-grained ostrich and crocodile, every handbag is designed for the chic, fashion-forward-thinking woman.
Victoria by Elizabeth: Pencil Skirt Designers innovating style bringing the elegance of women, by heart and soul.
Kimberly Luu of According to Kimberly: Born and raised in Orange County, the multitalented Luu is a clinician, blogger and designer whose first design won Top Five at OC Fashion Week’s 2011 Designer competition. That was just the beginning of her success story.
Salt Shoes SALT SHOES are uniquely designed with your comfort in mind. But having flexibility by way of look and color is what makes Salt Shoes the “IT” wedge or heel to get. Interchangeable straps allow you to create a new look with each outfit.
What a Betty
What A Betty designs have been seen everywhere from gorgeous brides, to celebrities on the red carpet and has been on hit TV Shows such as “Revenge” and "VH1", and high fashion and bridal magazines.
Undercover Underwear
Adriana Viano is the owner and founder of UnderCover MensWear Inc. Adriana always had the vision that the privilege of the right, sexy and comfortable underwear and loungewear should not only be for women. She always believed that men were in need of their own "Victoria's Secret". UnderCoverMensWear.com is an on line only boutique with unique and innovative products carefully chosen from around the world. All items sold in the on line store will not be found in any department stores.
The dynamics of the pack are so interesting right now, and I like the color of the three together. Aiden has a reddish tint to his fur, Maya is a perfect grey, and Shadow the Arctic white.
For those of you not familiar with this remarkable species, it is, indeed, a MOTH--known as the Hummingbird Moth or Clear-Winged Moth. When we first discovered this amazing insect, we thought it was a very tiny bird from a moderate distance, and upon approaching it, we realized that it was an insect. Like the butterflies, they enjoy the nectar from the butterfly bush.
If you genuinely have a love for nature, this site is a hidden gem. Nestled within the 8700(+/-) acres of the official Meadowlands (with beautiful wetlands and marshes galore), visitors have the opportunity to explore and learn about the region’s natural goings on, from vast and amazing animal life to the fascinating plant life. The great number of bird species, both migratory and resident, enables anyone who appreciates the wonders of these winged friends some exciting experiences when at Richard DeKorte Park, a quiet sanctuary, and practically a stone’s throw away from Manhattan.
A wealth of insect species is also present, each with its own unique traits that keeps things interesting, and the furry, adorable critters, such as the muskrats, groundhogs, and occasional foxes, to name a few, along with several kinds of turtles, including the large snappers provides one with endless opportunities to observe the fascinating world of nature. Contrary to common perception amongst the general populace, you will be shocked by the wildflowers (often called weeds), for they are as lovely as the popular strands. Identifying and studying about the multitude of wild species to is a challenge, but it can also be quite rewarding as you gain a bit of expertise.
Seasonal changes constantly offer fresh new looks . . . So, getting bored is rather difficult for the curious. Check out some of the SETS related to the Meadowlands, including Mill Creek Marsh, Richard DeKorte Park, Mill Creek Point, and Laurel Hill Park.
Those are actually photos from 2 years ago, but at the moment the park in Uppsala looks a bit like this.
After a very slow photographic 2020, and all the other mess, let's hope 2021 will be better!
Today's dinner time walk with Holly, was one of those walks you get sometimes were everything wants it's picture taken, after the cloudy start this morning I think they were happy the sun was shining, the young from a LTT nest I'd been watching had fledged, I'm guessing yesterday or earlier this morning, I counted seven, but they sounded like seventy, the elusive Little Ringed Plover let me get a little bit better shot of it, a young Robin and a Pied Wagtail both acted tame, even the insects got in on the act, all in all a most enjoyable walk :-)
Beelitz-Heilstätten west of Berlin, is an amazing complex of 60 abandoned and derelict hospital buildings. The oldest buildings are from 1898 drawn by architect Heino Schmieden.
The complex became a war hospital during WW1. In 1916 Adolf Hitler was recovering here after being shot in the leg in the Battle of the Somme.
After WW2 the hospital was occupied by Soviet forces. They left in 1995.
Some more documentary shots on my blog: Beelitz-Heilstätten
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If you are inspired to do urban exploration after seeing my pictures, do so at your own risk. It can be dangerous and illegal and I'm not responsible for your decisions and actions. Don't steal things, break in or vandalize places.
Sony RX1 User Report.
I hesitate to write about gear. Tools are tools and the bitter truth is that a great craftsman rises above his tools to create a masterpiece whereas most of us try to improve our abominations by buying better or faster hammers to hit the same nails at the same awkward angles.
The internet is fairly flooded with reviews of this tiny marvel, and it isn’t my intention to compete with those articles. If you’re looking for a full-scale review of every feature or a down-to-Earth accounting of the RX1’s strengths and weaknesses, I recommend starting here.
Instead, I’d like to provide you with a flavor of how I’ve used the camera over the last six months. In short, this is a user report. To save yourself a few thousand words: I love the thing. As we go through this article, you’ll see this is a purpose built camera. The RX1 is not for everyone, but we will get to that and on the way, I’ll share a handful of images that I made with the camera.
It should be obvious to anyone reading this that I write this independently and have absolutely no relationship with Sony (other than having exchanged a large pile of cash for this camera at a retail outlet).
Before we get to anything else, I want to clear the air about two things: Price and Features
The Price
First things first: the price. The $2800+ cost of this camera is the elephant in the room and, given I purchased the thing, you may consider me a poor critic. That in mind, I want to offer you three thoughts:
Consumer goods cost what they cost, in the absence of a competitor (the Fuji X100s being the only one worth mention) there is no comparison and you simply have to decide for yourself if you are willing to pay or not.
Normalize the price per sensor area for all 35mm f/2 lens and camera alternatives and you’ll find the RX1 is an amazing value.
You are paying for the ability to take photographs, plain and simple. Ask yourself, “what are these photographs worth to me?”
In my case, #3 is very important. I have used the RX1 to take hundreds of photographs of my family that are immensely important to me. Moreover, I have made photographs (many appearing on this page) that are moving or beautiful and only happened because I had the RX1 in my bag or my pocket. Yes, of course I could have made these or very similar photographs with another camera, but that is immaterial.
35mm by 24mm by 35mm f/2
The killer feature of this camera is simple: it is a wafer of silicon 35mm by 24mm paired to a brilliantly, ridiculously, undeniably sharp, contrasty and bokehlicious 35mm f/2 Carl Zeiss lens. Image quality is king here and all other things take a back seat. This means the following: image quality is as good or better than your DSLR, but battery life, focus speed, and responsiveness are likely not as good as your DSLR. I say likely because, if you have an entry-level DSLR, the RX1 is comparable on these dimensions. If you want to change lenses, if you want an integrated viewfinder, if you want blindingly fast phase-detect autofocus then shoot with a DSLR. If you want the absolute best image quality in the smallest size possible, you’ve got it in the RX1.
While we are on the subject of interchangeable lenses and viewfinders...
I have an interchangeable lens DSLR and I love the thing. It’s basically a medium format camera in a 35mm camera body. It’s a powerhouse and it is the first camera I reach for when the goal is photography. For a long time, however, I’ve found myself in situations where photography was not the first goal, but where I nevertheless wanted to have a camera. I’m around the table with friends or at the park with my son and the DSLR is too big, too bulky, too intimidating. It comes between you and life. In this realm, mirrorless, interchangeable lens cameras seem to be king, but they have a major flaw: they are, for all intents and purposes, just little DSLRs.
As I mentioned above, I have an interchangeable lens system, why would I want another, smaller one? Clearly, I am not alone in feeling this way, as the market has produced a number of what I would call “professional point and shoots.” Here we are talking about the Fuji X100/X100s, Sigma DPm-series and the RX100 and RX1.
Design is about making choices
When the Fuji X100 came out, I was intrigued. Here was a cheap(er), baby Leica M. Quiet, small, unobtrusive. Had I waited to buy until the X100s had come out, perhaps this would be a different report. Perhaps, but probably not. I remember thinking to myself as I was looking at the X100, “I wish there was a digital Rollei 35, something with a fixed 28mm or 35mm lens that would fit in a coat pocket or a small bag.” Now of course, there is.
So, for those of you who said, “I would buy the RX1 if it had interchangeable lenses or an integrated viewfinder or faster autofocus,” I say the following: This is a purpose built camera. You would not want it as an interchangeable system, it can’t compete with DSLR speed. A viewfinder would make the thing bigger and ruin the magic ratio of body to sensor size—further, there is a 3-inch LCD viewfinder on the back! Autofocus is super fast, you just don’t realize it because the bar has been raised impossibly high by ultra-sonic magnet focusing rings on professional DSLR lenses. There’s a fantastic balance at work here between image quality and size—great tools are about the total experience, not about one or the other specification.
In short, design is about making choices. I think Sony has made some good ones with the RX1.
In use
So I’ve just written 1,000 words of a user report without, you know, reporting on use. In many ways the images on the page are my user report. These photographs, more than my words, should give you a flavor of what the RX1 is about. But, for the sake of variety, I intend to tell you a bit about the how and the why of shooting with the RX1.
Snapshots
As a beginning enthusiast, I often sneered at the idea of a snapshot. As I’ve matured, I’ve come to appreciate what a pocket camera and a snapshot can offer. The RX1 is the ultimate photographer’s snapshot camera.
I’ll pause here to properly define snapshot as a photograph taken quickly with a handheld camera.
To quote Ferris Bueller’s Day Off, “Life moves pretty fast. If you don't stop and look around once in a while, you could miss it.” So it is with photography. Beautiful photographs happen at the decisive moment—and to paraphrase Henri Cartier-Bresson further—the world is newly made and falling to pieces every instant. I think it is no coincidence that each revolution in the steady march of photography from the tortuously slow chemistry of tin-type and daguerreotype through 120 and 35mm formats to the hyper-sensitive CMOS of today has engendered new categories and concepts of photography.
Photography is a reflexive, reactionary activity. I see beautiful light or the unusual in an every day event and my reaction is a desire to make a photograph. It’s a bit like breathing and has been since I was a kid.
Rather than sneer at snapshots, nowadays I seek them out; and when I seek them out, I do so with the Sony RX1 in my hand.
How I shoot with the RX1
Despite much bluster from commenters on other reviews as to the price point and the purpose-built nature of this camera (see above), the RX1 is incredibly flexible. Have a peek at some of the linked reviews and you’ll see handheld portraits, long exposures, images taken with off-camera flash, etc.
Yet, I mentioned earlier that I reach for the D800 when photography is the primary goal and so the RX1 has become for me a handheld camera—something I use almost exclusively at f/2 (people, objects, shallow DoF) or f/8 (landscapes in abundant light, abstracts). The Auto-ISO setting allows the camera to choose in the range from ISO 50 and 6400 to reach a proper exposure at a given aperture with a 1/80 s shutter speed. I have found this shutter speed ensures a sharp image every time (although photographers with more jittery grips may wish there was the ability to select a different default shutter speed). This strategy works because the RX1 has a delightfully clicky exposure compensation dial just under your right thumb—allowing for fine adjustment to the camera’s metering decision.
So then, if you find me out with the RX1, you’re likely to see me on aperture priority, f/2 and auto ISO. Indeed, many of the photographs on this page were taken in that mode (including lots of the landscape shots!).
Working within constraints.
The RX1 is a wonderful camera to have when you have to work within constraints. When I say this, I mean it is great for photography within two different classes of constraints: 1) physical constraints of time and space and 2) intellectual/artistic constraints.
To speak to the first, as I said earlier, many of the photographs on this page were made possible by having a camera with me at a time that I otherwise would not have been lugging around a camera. For example, some of the images from the Grand Canyon you see were made in a pinch on my way to a Christmas dinner with my family. I didn’t have the larger camera with me and I just had a minute to make the image. Truth be told, these images could have been made with my cell phone, but that I could wring such great image quality out of something not much larger than my cell phone is just gravy. Be it jacket pocket, small bag, bike bag, saddle bag, even fannie pack—you have space for this camera anywhere you go.
Earlier I alluded to the obtrusiveness of a large camera. If you want to travel lightly and make photographs without announcing your presence, it’s easier to use a smaller camera. Here the RX1 excels. Moreover, the camera’s leaf shutter is virtually silent, so you can snap away without announcing your intention. In every sense, this camera is meant to work within physical constraints.
I cut my photographic teeth on film and I will always have an affection for it. There is a sense that one is playing within the rules when he uses film. That same feeling is here in the RX1. I never thought I’d say this about a camera, but I often like the JPEG images this thing produces more than I like what I can push with a RAW. Don’t get me wrong, for a landscape or a cityscape, the RAW processed carefully is FAR, FAR better than a JPEG.
But when I am taking snapshots or photos of friends and family, I find the JPEGs the camera produces (I’m shooting in RAW + JPEG) so beautiful. The camera’s computer corrects for the lens distortion and provides the perfect balance of contrast and saturation. The JPEG engine can be further tweaked to increase the amount of contrast, saturation or dynamic range optimization (shadow boost) used in writing those files. Add in the ability to rapidly compensate exposure or activate various creative modes and you’ve got this feeling you’re shooting film again. Instant, ultra-sensitive and customizable film.
Pro Tip: Focusing
Almost all cameras come shipped with what I consider to be the worst of the worst focus configurations. Even the Nikon D800 came to my hands set to focus when the shutter button was halfway depressed. This mode will ruin almost any photograph. Why? Because it requires you to perform legerdemain to place the autofocus point, depress the shutter halfway, recompose and press the shutter fully. In addition to the chance of accidentally refocusing after composing or missing the shot—this method absolutely ensures that one must focus before every single photograph. Absolutely impossible for action or portraiture.
Sensibly, most professional or prosumer cameras come with an AF-ON button near where the shooter’s right thumb rests. This separates the task of focusing and exposing, allowing the photographer to quickly focus and to capture the image even if focus is slightly off at the focus point. For portraits, kids, action, etc the camera has to have a hair-trigger. It has to be responsive. Manufacturer’s: stop shipping your cameras with this ham-fisted autofocus arrangement.
Now, the RX1 does not have an AF-ON button, but it does have an AEL button whose function can be changed to “MF/AF Control Hold” in the menu. Further, other buttons on the rear of the camera can also be programmed to toggle between AF and MF modes. What this all means is that you can work around the RX1’s buttons to make it’s focus work like a DSLR’s. (For those of you who are RX1 shooters, set the front switch to MF, the right control wheel button to MF/AF Toggle and the AEL button to MF/AF Control Hold and voila!) The end result is that, when powered on the camera is in manual focus mode, but the autofocus can be activated by pressing AEL, no matter what, however, the shutter is tripped by the shutter release. Want to switch to AF mode? Just push a button and you’re back to the standard modality.
Carrying.
I keep mine in a small, neoprene pouch with a semi-hard LCD cover and a circular polarizing filter on the front—perfect for buttoning up and throwing into a bag on my way out of the house. I have a soft release screwed into the threaded shutter release and a custom, red twill strap to replace the horrible plastic strap Sony provided. I plan to gaffer tape the top and the orange ring around the lens. Who knows, I may find an old Voigtlander optical viewfinder in future as well.
Left: Stecknitz-Prahm
Right: Ilmenau Ewer
Those barges were used to ship salt to Lübeck via Stecknitz Canal
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OLD CRANE
The Old Crane is a historic harbour crane at the former Ilmenau-Harbour in Lüneburg. The 1797 built crane was at that time the most powerful crane in the northern part of Germany and is still one of the main-sights in Lüneburg.
A crane at this part of Lüneburg harbour is officially mentioned in the history of Lüneburg in the year 1330. At that time Lüneburg was already important, because of its saline. So the main use of this crane was to load the ships with salt from the salines. The ships had to ship the salt mainly to the Hanseatic Town of Lübeck, where the salt was stored in the historic - and still existing - Salt Warehouses (Lübecker Salzspeicher).
And also the huge amount of fire wood was landed from ships with this crane. This fire wood was necessary to boil out the salt from the brine.
TECHNIC
This crane is a typical medieval treadwheel crane. It is powered by a man-powered double-treadwheel with a diameter of the lower wheel of 5 meter.
Over the centuries that Lüneburg crane was reconstructed many times. In winter 1795 a flooding with ice caused many damage in Lüneburg. In summer 1797 the crane was repaired by carpenter G. P. Hintze. The present crane is untouched since 1797.
In August 1840 the crane raised his haviest load: a steam locomotive built by Englands George Forrester & Company and transported by sea to Germany. The estimated weight of that locomotive was 9,3 tons. To rotate the treadwheel of the crane they needed 38 men. To ensure the crane has enough power they tested it with the 10 tons of 80 railway rails.
In 1838 the crane already managed to raise a steam locomotive with 14.000 pounds.
With the building of the railroad track Hamburg-Hannover Lüneburg was attached to railroad in 1847. In short time the transport moved from the waterways to rail. So Lüneburg harbour and the crane lost its importance and in 1860 the crane had to stop the business - even it was still intact!
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HISTORY OF TREADWHEELS
A treadwheel, or treadmill, is a form of engine typically powered by humans. It may resemble a water wheel in appearance, and can be worked either by a human treading paddles set into its circumference (treadmill), or by a human or animal standing inside it (treadwheel). These devices are no longer used for power or punishment, and the term "treadmill" has come to mean an exercise machine for running or walking in place.
Uses of treadwheels included raising water, to power cranes, or grind grain. They were used extensively in the Greek and Roman world, such as in the reverse overshot water-wheel used for dewatering purposes. They were widely used in the Middle ages to lift the stones in the soaring Gothic cathedrals. There is a literary reference to one in 1225, and one treadwheel crane survives at Chesterfield, Derbyshire and is housed in the Museum. It has been dated to the early 14th century and was housed in the top of the church tower until its removal in 1947. They were used extensively in the Renaissance famously by Brunelleschi during the construction of Florence cathedral.Penal treadmills were used in prisons during the early-Victorian period in the UK as a form of punishment. According to The Times in 1827, and reprinted in William Hone's Table-Book in 1838, the amount prisoners walked per day on average varied, from the equivalent of 6,600 vertical feet at Lewes to as much as 17,000 vertical feet in ten hours during the summertime at Warwick gaol. In 1902, the British government banned the use of the treadwheel as a form of punishment.
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STECKNITZ CANAL
The Stecknitz Canal (German: Stecknitzfahrt) was an artificial waterway in northern Germany which connected Lauenburg and Lübeck on the Old Salt Route by linking the tiny rivers Stecknitz (a tributary of the Trave) and Delvenau (a tributary of the Elbe), thus establishing an inland water route across the drainage divide from the North Sea to the Baltic Sea. Built between 1391 and 1398, the Stecknitz Canal was the first European summit-level canal and one of the earliest artificial waterways in Europe. In the 1890s the canal was replaced by an enlarged and straightened waterway called the Elbe–Lübeck Canal, which includes some of the Stecknitz Canal's watercourse.
The original artificial canal was 0.85 metres deep and 7.5 metres wide; the man-made segment ran for 11.5 kilometres, with a total length of 97 kilometres including the rivers it linked. The canal included seventeen wooden locks (of which the Palmschleuse at Lauenburg still exists) that managed the 13-metre elevation difference between its endpoints and the highest central part, the Delvenaugraben.
HISTORY
In the Middle Ages the trade between the North Sea and Baltic Sea grew dramatically, but the sea journey through Øresund, increasingly important to commercial shipping since the thirteenth century, was time-consuming and dangerous. Therefore, the emerging Hanseatic city of Lübeck and Eric IV of Saxe-Lauenburg agreed in 1390 to cooperate in the construction of an artificial canal between the Elbe and the Baltic Sea. Construction on the canal began in 1391; thirty barges carrying the first load of salt from Lüneburg reached Lübeck on 22 July 1398.
The Stecknitz Canal soon replaced the existing overland cart road as the main transport mode for Lüneburg salt on the Old Salt Route. In Lübeck the salt was stored in vast salt warehouses and then transferred to ocean-going vessels for export throughout the Baltic region. In the reverse direction the Stecknitz barges transported cereals, furs, herring, ash, timber and other goods from Lübeck, which were reloaded in Lauenburg and transported down the Elbe to Hamburg. Later coal, peat, brick, limestone and gravel were added to the cargo. The importance of the canal was greatest in years in which Øresund was closed to merchant ships because of disputes over the Sound Dues and foreign shipping.
In the fifteenth century traffic peaked, with more than 3,000 shipments of more than 30,000 tons of salt moving on the canal each year. This number declined by the seventeenth century to 400 to 600 shipments (5,000 to 7,000 tons). In 1789 there were still sixty-four shipments carrying approximately 680 tons of salt. Plans for a new Baltic–North Sea canal were proposed as early as the seventeenth century, but none was implemented until the end of the nineteenth century, when the new Elbe–Lübeck Canal was built using parts of the old route of the Stecknitz Canal. For five hundred years the canal was used to transport the "white gold" and other goods; today the Palmschleuse lock in Lauenburg is one of the last remaining parts of the former canal, preserved as an historical monument.
TECHNOLOGY
The Stecknitz Canal consisted of an 11.5-kilometre artificial waterway (the Delvenaugraben) linking two minor rivers, the north-flowing Stecknitz and south-flowing Delvenau. The man-made trench itself was about 85 centimetres deep and 7.5 metres wide, though it was enlarged between 1821 and 1823 to a depth of 144 centimetres and a width of 12 metres. Outside the artificial segment the canal followed the tortuous natural watercourses of the two rivers; as a result, the full journey from Lauenburg to Lübeck stretched to a distance of 97 kilometres, even though the straight-line separation between the two cities is only 55 kilometres. The journey along the canal often lasted two weeks or longer due to the number and primitive design of the locks and the difficulty of towing.
The canal's course originally included thirteen locks, which later renovations increased to seventeen. Initially most were one-gate flash locks built into weirs (usually set below the mouth of a tributary creek), where water was dammed until a barge was ready to pass downriver. In Lauenburg the initial course included one chamber lock (the Palmschleuse) because of a watermill whose operation would have been made impossible by a flash lock. Over the course of the canal's lifetime further flash locks were progressively converted to chamber locks until the 17th century.
The canal overcame the drainage divide between the North and Baltic Seas, with a summit height of 17 metres above sea level. In order to supply the top portion of the canal with water, flow was diverted from Hornbeker Mühlenbach. To the north the canal descended to the Ziegelsee by the town of Mölln and then connected to the Stecknitz by a series of eight locks. The southern end of the artificial canal descended to the Delvenau through a staircase of nine locks.
BARGES AND DRIVERS
The original salt barges measured roughly 12 metres by 2.5 metres, with a 40-centimetre draft when loaded to capacity with around 7.5 tons of salt, and required at least ten days to make the journey one way. When traveling uphill or through chamber locks the barges had to be hauled by laborers or animals walking the towpath on the banks of the channel. By the nineteenth century newer vessel designs included rigging that eliminated the need for towing (with sufficient wind).
In Lauenburg and Lübeck the barges were unloaded and their contents transferred to ships for export down the Elbe and Trave. Stecknitz barge drivers were only permitted to own one barge each, so they could not acquire great wealth in the trade; in the long run this ensured their dependence upon the Lübeck salt merchants, who were not bound by any such limitations and amassed great fortunes. The guild of the Stecknitzfahrer (Stecknitz barge drivers) still exists today in Lübeck and meets annually at the Kringelhöge to celebrate the guild's history.
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Der Alte Kran (Schreibweise früher auch Krahn) ist ein historischer Hafenkran am ehemaligen Ilmenau-Hafen in Lüneburg. Der 1797 erbaute Kran, der damals zu den leistungsfähigsten in ganz Norddeutschland gehörte, prägt bis heute das Bild des Wasserviertels und gilt als eines der Wahrzeichen der Stadt.
TECHNIK
Der Kran ist aus tragendem Holzfachwerk gebaut, welches als Wetterschutz mit einer Bretterverkleidung versehen wurde; die Dachflächen sind mit Kupferplatten gedeckt. Der Unterteil mit kreisförmigem Grundriss (Durchmesser: acht Meter) ist feststehend. Der Oberteil mit dem Kranausleger ist drehbar gelagert (ähnlich einer Holländerwindmühle). Vier Sandsteinblöcke von je etwa 200 kg dienen als Gegengewicht zur Last. Die Kettenwinde im Oberteil wird angetrieben über eine 9 m hohe Königswelle, diese wiederum durch ein doppeltes Tretrad mit 5 m Durchmesser im Unterteil.
In Stade wurde 1977 ein Nachbau am Hansehafen errichtet, der heute als Informationszentrum für Stader Stadtgeschichte dient; ein zweiter, funktionstüchtiger Nachbau befindet sich im Hebezeug-Museum in Witten in Nordrhein-Westfalen.
GESCHICHTE
Ein Kran am Standort des heutigen Kranes am Lüneburger Hafen wird erstmals 1330 urkundlich erwähnt. Er diente neben dem Heben anderer Waren vor allem dem Betrieb der Lüneburger Saline, nämlich einerseits zum Verschiffen des dort produzierten Salzes (insbesondere über den Stecknitzkanal nach Lübeck, aber auch in andere Städte) und andererseits zum Anlanden des Brennholzes, welches für den Betrieb der Sudhäuser benötigt wurde. Der Kran teile sich die Arbeit mit den kleineren Winden des benachbarten Lagerhauses (damals Heringshaus, heute Altes Kaufhaus genannt). In einer Verordnung des Lüneburger Stadtrates war festgelegt, welche Waren von welchem Kran zu heben waren und welche Gebühren („Krangeld“) dafür zu entrichten waren.
Der ursprüngliche Kran wurde über die Jahrhunderte immer wieder um- und ausgebaut. In seiner heutigen Form besteht der Kran fast unverändert seit 1797. Im Winter 1795 wurden viele Bauwerke im Hafen durch ein Hochwasser mit Eisgang stark beschädigt, darunter auch der Kran und die benachbarte Brücke. Der Kran wurde im Sommer 1797 vom Zimmermann G. P. Hintze unter der Leitung des Landbauverwalters Kruse in neuer Form wieder aufgebaut.
Am 13. August 1840 hob der Kran seine schwerste Last an Land: eine Dampflokomotive für die Herzoglich Braunschweigische Staatseisenbahn, die in England von George Forrester & Company gebaut und auf dem Wasserweg nach Deutschland transportiert worden war. Das Gewicht der Lok wurde auf bis zu 60 Schiffspfund (ca. 9,3 Tonnen) geschätzt. Zum Drehen des Tretrades wurde dabei die Kraft von 38 Menschen benötigt. Als Belastungstest wurde vorher ein Paket mit 80 Eisenbahnschienen mit etwa 20.000 Pfund Gewicht angehoben. Zwei Jahre zuvor hatte der Kran bereits eine leichtere Lok mit etwa 14.000 Pfund gehoben.
Mit dem Bau der Eisenbahnlinie Hamburg-Hannover, die 1847 Lüneburg erreichte, verlagerte sich der Warentransport von und nach Lüneburg binnen kurzer Zeit vom Binnenwasserweg auf die Schiene. In der Folge verlor der Hafen und somit auch der Kran rapide an Bedeutung. Im Jahre 1860 stellte der Kran aus wirtschaftlichen Gründen seinen Betrieb ein (obwohl er technisch weiterhin intakt war).
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GESCHICHTE DER TRETMÜHLE
Eine Tretmühle (auch Tretrad oder Laufrad) ist ein seit dem Römischen Reich bis in die Moderne benutzter Antrieb für Mühlen und insbesondere für Hebe-Vorrichtungen (Krane). Sie arbeitet nach dem Prinzip des Wellrads und nutzt die Körperkraft von Menschen oder Tieren.
Heute wird das Wort Tretmühle im übertragenen Sinne für eine monotone Tätigkeit oder Tagesablauf benutzt.
KONSTRUKTION UND BETRIEB
Kernstück einer Tretmühle sind ein oder mehrere (meist zwei), übermannshohe hölzerne Treträder („Fabricae pedales“, Fußwerke, Laufräder, Durchmesser von 3 m bis 5 m) mit meist acht Holz-Speichen auf jeder Seite. Die Räder waren auf einer schweren, horizontalen Holzwelle angebracht, die bei mittelalterlichen Tretkränen mit Drehdach in einer quadratischen Holzkonstruktion als Rad-„Träger“ oder auf freistehenden Radlagern ruhte (bei römischen Kränen und als festmontierte Hebevorrichtung). Bei Mühlen (Kornmühlen, Pumpmühlen etc.) war die horizontale Antriebsachse mit dem Mahlwerk oder Pumpwerk verbunden, bei den Hebevorrichtungen saß eine Tretvorrichtung auf der Achse, entweder in deren Verlängerung oder auch zwischen den Treträdern. Im einfachsten Fall war die Tretvorrichtung ein Abschnitt auf der Achse mit Begrenzungsringen. Die Tretvorrichtung nahm Seil oder Kette auf. In den Treträdern, deren Innenfläche (Lauffläche) mit rutschmindernden Trittleisten versehen war, liefen die Radläufer, Tret- oder Windenknechte (auch Windenfahrer genannt, bei Kranen auch Kranenknechte) und setzten damit den Mechanismus in die gewünschte Richtung in Gang. Es gab auch Ausführungen ähnlich einem Wasserrad, bei dem die Menschen außen auf schaufelartigen Trittbrettern liefen. Auf mittelalterlichen Baustellen galten die Windenknechte (bis ins 18. Jahrhundert waren Tretradantriebe stark verbreitet) als hoch- bis höchstbezahlte Arbeitskräfte. Die Tätigkeit war mühsam, extrem anstrengend und in Hebevorrichtungen auch gefährlich. Das Halten der Lasten war schwierig, weil die Laufräder nicht gesichert werden konnten, um die Last während des Drehvorganges auf Höhe zu halten. Auch das Ablassen der Lasten barg Gefahr, weil sich die Last durch ihre Eigenmasse selbständig machen und die Männer in den Treträdern ins „Rotieren“ und „Schleudern“ (Redewendung) bringen konnte: es gab zum Teil schwere und tödliche Unfälle. Zum Heben einer Last auf eine Höhe von 4 m mussten die Windenknechte in den Laufrädern etwa 56 m an Laufstrecke zurücklegen (vom Achs- und Raddurchmesser abhängig: bei 4 m Raddurchmesser und 0,4 m Achsdurchmesser entspricht eine Radumdrehung 12,56 m Laufstrecke und 1,26 m Wickellänge (= Hubhöhe), das sind 50,24 m Laufstrecke und 5 m Hub). Das bedeutete für einen kompletten Hebe- und Senkvorgang eine Gesamtstrecke von etwa 132 bis 140 m. Bei solcher Tätigkeit musste jeder sich auf den anderen verlassen können. Viel Erfahrung und Kondition war vonnöten, um die harte Tätigkeit im Akkord (berechnet nach gelöschter Ladung gemäß einer Gebührenliste durch den Kranmeister) gewinnbringend zu schaffen. Zwischen 15 und mehr als 20 Mann arbeiteten in und an einem mittelalterlichen Ladekran. Sie waren zum Teil in der „Aufläder-Zunft“ organisiert, dem ursprünglichen Wort für die Ladetätigkeit am Kran.
EINSATZBEREICHE
In der Schifffahrt kamen beim Betrieb der seit dem Mittelalter verbreiteten Hafenkräne zwecks Zeitgewinn gewöhnlich Doppeltreträder zum Einsatz, die an beiden Seiten eines drehbaren Turms befestigt waren. Diese Turm-Tretkräne waren entweder aus Holz oder Stein gebaut und konnten beim Verladen eine Last von bis 2,5 Tonnen bewältigen. Es wird geschätzt, dass circa 80 Tretkräne an 32 Kranstandorten am Rhein mit Nebenflüssen im Einsatz waren, im gesamten deutschsprachigem Raum sogar ca. doppelt so viele.
Verbreitet war der Einsatz der Treträder auch beim Betrieb von Mühlen und beim Bau großer Gebäude, insbesondere der mittelalterlichen Kathedralen, wo Tretradkräne als Einzel- oder Doppelräder in die Dachkonstruktion integriert waren. Im Freiburger Münster, Gmünder Münster, Straßburger Münster, in St. Marien und St.Nikolai Stralsund sowie in der Abtei des Mont-Saint-Michel sind diese beispielsweise noch vorhanden. Bis 1868 befand sich auf dem bis dahin unvollendeten Südturm des Kölner Doms ein durch Treträder angetriebener Baukran aus dem 15. Jahrhundert.
Noch Anfang des 19. Jahrhunderts mussten in den britischen Kolonien Sträflinge in den Tretmühlen arbeiten. Zwei solcher Mühlen, zynisch als „dancing academies“ bezeichnet, wurden ab 1823 in Sydney zum Antrieb von Getreidemühlen eingesetzt. Da diese Mühlen großen Profit abwarfen, wurden sechs weitere in Betrieb genommen. Die Arbeitszeit betrug bis zu zwölf Stunden täglich, die Leistung wurde mit der Dampfmaschine in Relation gesetzt und mit 70 Watt pro Arbeiter angegeben. Aus dem Jahr 1850 wird berichtet, dass 28 Sträflinge die Arbeit in der Tretmühle verweigerten und den Tod durch Erhängen vorzogen. Auch Frauen mussten in den Tretmühlen arbeiten, auf Schwangerschaft wurde keine Rücksicht genommen.
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