Seite - 241 - in The Power of Urban Water - Studies in premodern urbanism

14 Harbourscapes 241 market.42 In light of the currentmuchearlier dating to about 1100,Rieger initially argued for a waterfront settlementwithanopenspace that servedasamarketplace, storage space, or cargo handling area.43 The restructuring, with its systematic building scheme, seems to lead to the more recentbeachmarket inahithertoundevelopedarea.Fundamental changesonlyoccurred from the 1130s on, and theseweremanifestations of both the newpolicies ofHeinrich des Lö- wen, and fundamental economic and cultural shifts in the Baltic area. This can be observed, for example, in theapparently standardised timberandearlybrickarchitecturebuiltwith large cellars, in the systematicopeningupanddevelopingof landmoving toward thehilltop, and in the newcivil and sacral infrastructure. In all this, the beachmarket retained its functionuntil the beginning of the 13th century. It was not until the creation of the inner-city market that fundamental changes to cargo-handling took place. Loading andunloading procedureswould becomedominant on thequays, and tradingareasandstockyardswouldbe reduced toamini- mum. These changeswere not limited to newmarketplaceswithin the city. Further inner-city changes were visible in the form of large storehouses andmerchant houses, which created a completely new quality of urbanism. This urbanism, expressed in the form of the brick-built Dielenhäuser, would finally come to characterise the image andnarrative of theHanseatic city rightuptothepresentday.44Thenewexcavationsmayhavethrownnewlighton‘earlyLübeck’, but the urban layout is connected withmaritime trade and this hasmanifested itself in over 500years of harbour growth. Harbours… The ports of Haithabu, Schleswig and Lübeck represent very different political, economic and cultural constellations,andprovideproofofpre-modernglobalisation.45Ashubs forglobalnet- works, they not only connected themaritimeworlds of the North Sea and the Baltic Sea, but also facilitated tradeandexchangewell beyondEurope.Asdifferent as theseharbourswere in terms of their individual development, they were all locations existing in physical, concrete space,ontheonehand,and,ontheother,wereat thesametimespacesconstructedviavarious co-dependent formsof interaction.46Here, therewasaconcentrationofdifferent formsofcultur- al, political, or economic exchange, whose locality was interwoven with global perspectives. Specific architectonic and immaterial arrangements result from these different forms of ex- change, aswell as theperceptionand interpretationof those exchanges. In thisway, ‘harbour- scapes’ are notmerely apart of themaritime cultural landscape, but alsohave the capacity to express global views. Independentof this, thedispositionofgeological factors– inawider sense thewholenatu- ral environment–plays a role in the initial choice of location forharbours. This basicparame- ter, though itdoesnot seemtobe theonlydetermining factor,ultimately influences the further development of the harbour against the backdrop of changing maritime technology and the necessary logistic-infrastructural facilities. This is clearly displayed in the attempts at dam- building undertaken on the Schlei and all of the land-reclamationmeasures, but also in the gradual opening of thewhole shoreline of the Trave river. Focusing on thematerial settings – that is, the physical level of the concrete building remains– allowsus to observe the arrange- mentsandrelationshipsof thesesurvivingbuildings.These includenotonly thefacilitiesdirect- lyassociatedwith theport,butalso theroad-andstreet-systemsthatconnected theportdistrict 42 Ellmers 1990, 104; Schalies 2014, 166 fig.6; Kalmring 2010, 443f. 43 Rieger 2019, 79. 44 Torbus–Wojtczak 2017. 45 Müller 2017a;Hodos 2016. 46 Rogers 2013, 185–190.